Local Transport 3: Strategic Environmental Assessment – Environmental Report (draft)
REDCAR AND CLEVELAND’S
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REDCAR AND CLEVELAND’S
LOCAL TRANSPORT PLAN 2011 – 2021
STRATEGIC ENVIRONMENTAL ASSESSMENT (SEA)
ENVIRONMENTAL REPORT
Document: Local Transport Plan 3 – Strategic Environmental Assessment
Environmental Report
Prepared by: Paul Taylor, Environmental Sustainability Specialist
Revisions approved:
Approved by:
Date: 27 th August 2010
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TABLE OF CONTENTS
Section Page
1. Introduction 4
2. Methodology 10
3. Relevant Plans, Programmes and Objectives 14
4. Key Environmental and Sustainability Issues 21
5. SEA Objectives 30
6. Establishing the Baseline 32
7. Developing Strategic Options 47
8. Testing the LTP Objectives 51
9. Assessing the effects of the LTP 61
10. Incorporating results of the SEA into the LTP 68
11. Monitoring Framework 75
12. Conclusion 81
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1. Introduction
This Environmental Report has been produced as part of a Strategic Environmental Assessment (SEA) of Redcar and Cleveland Borough Council’s third round Local Transport Plan (LTP3) 2011 – 2021.
1.1. The Redcar and Cleveland Local Transport Plan (LTP) 2011 - 2021 Redcar and Cleveland Borough Council is a Unitary Authority. It is therefore statutorily required, under the Transport Act 2000, to produce a Local Transport Plan (LTP). The LTP3 will set out how the Council intends to invest Government funding in transport within Redcar and Cleveland for the duration of the plans’ implementation period and presents the aims, objectives and policies for delivering improvements to the authorities transportation system over the next 10 to 15 years. The LTP process commenced in Autumn 2009 for completion in March 2011.
1.2. Strategic Environmental Assessment (SEA)
On 20 July 2004 it became a legal requirement that, under the Environmental Assessment of Plans and Programmes Regulations 2004, all spatial plans and programmes would have to undergo a Strategic Environmental Assessment (SEA). The 2004 Regulations transcribe the requirements of European Directive 2001/42/EC ‘the assessment of the effects of certain plans and programmes on the environment’ (the Strategic Environmental Assessment (SEA) Directive).
The objectives of the SEA Directive, as set out in Article 1, are ‘ to provide a high level of protection to 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’
The most widely used and globally recognised definition of sustainable development is that drawn up by the World Commission on Environment and Development (1987):
"development that meets the needs of the present without compromising the ability of future generations to meet their own needs."
The Government published its first UK Sustainable Development Strategy in 1999, before revising and publishing ‘Securing the Future: Government Sustainable Development Strategy’ in 2005, reaffirming the commitment of the UK to improving performance on sustainable development and recognising the increasing imperative for change. The revised strategic framework promoted a new purpose and principles for sustainable development and new shared priorities agreed across the UK, including the Devolved Administrations. The strategy contained: a new integrated vision building on the 1999 strategy – with stronger international and societal dimensions five principles – with a more explicit focus on environmental limits four agreed priorities – sustainable consumption and production, climate change, natural resource protection and sustainable communities, and The five guiding principles that bring together and build on the various previously existing UK principles, setting out an overarching approach include:
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Living within Environmental Limits Ensuring a Strong, Healthy and Just Society Achieving a Sustainable Economy Promoting Good Governance Using Sound Science Responsibly
The document also sets four new priorities for action:
Sustainable Consumption and Production – achieving more with less Climate Change and Energy – minimising release of greenhouse gases and planning for the effects of climate change Natural Resource Protection and Environmental Enhancement environmental limits, environmental enhancement and recovery Sustainable Communities -sustainable communities that embody the principles of sustainable development at the local level
Although the idea is simple, achieving sustainable development is complex. It requires developers and decision makers to take into consideration the long-term social, economic and environmental impacts of any development. The process of SEA, as set out under the SEA Directive, encompasses the requirement to consider the long-term effects of implementing spatial plans on the environment whilst also taking into consideration the social and economic consequences of implementing that plan/programme.
The SEA Directive prescribes that plans and programmes that are subject to an Environmental Assessment are those which:
Are likely to have significant environmental effects Are prepared for agriculture, forestry, fisheries, energy, industry, transport, waste management, water management, telecommunications, tourism, town and country planning or land use and which set the framework for future development consent of projects requiring an EIA or require an ‘appropriate assessment’ in accordance to the Habitats Directive. Are subject to preparation and/or adoption by an authority at national, regional or local level or which are prepared by an authority for adoption, through a legislative procedure by Parliament or Government, and which are required by legislative, regulatory or administrative provisions.
Local Transport Plans fall under this definition as requiring a Strategic Environmental Assessment.
1.3. Requirements of the SEA Directive
The UK Government has produced a variety of guidance documents which provide advice on the requirements of the SEA Directive and its application within the UK. The guidance notes that are of most relevance to Local Transport Plans include:
Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11 Draft, April 2009. Department for Transport – Transport Analysis Guidance (TAG) A Practical Guide to the Strategic Environmental Assessment Directive (ODPM, 2005)
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There are five main requirements of the SEA Directive and the Environmental Assessment of Plans and Programmes Regulations 2004. These requirements include: the preparation of an environmental report; consultation; taking the results of the environmental report and consultations into account in decision-making; providing information on the decision; and monitoring.
The guidance presented above breaks the requirements of the SEA Directive down into a series of ‘Stages’, Stages A to E, each of which will inform and interact with the preparation and production of the Local Transport Plan. The Department for Transport Guidance ‘TAG Unit 2.11’ also advises how to integrate the requirements of the SEA Directive with the existing transport appraisal processes – the New Approach to Appraisal (NATA).
Stages A to E of the SEA process include: Stage A – Setting the context and objectives and establishing the baseline Stage B – Deciding on the scope and developing/refining alternatives/options Stage C – Assessing/appraising the effects of the plan Stage D – Consulting on the draft plan and the Environmental Report/SA Report Stage E – Monitoring implementation of the plan
Table 1.1 below summarises the main requirements of each of the five stages of the SEA process as presented in both the ODPM and the Department for Transport ‘TAG Unit 2.11’ Guidance and illustrates how these relate to the requirements of NATA
Table 1.1: Requirements of SEA Directive
NATA Requirements SEA stages (from TAG Unit 2.5) Setting objectives Stage A: Setting the Context and Establishing the Baseline: and problem Proposal of SEA objectives definition Proposal of SEA indicators and collection of baseline data Understanding the Identification of environmental and sustainability problems current situation Identify other plans and programmes and environmental Understanding the protection objectives relevant to the LTP future situation Consult with authorities with environmental responsibilities Consultation, on scope of SEA participation, information Options for Stage B: Deciding on the Scope of the SEA and Developing solutions Strategic Alternatives: Appraisal Test the LTP objectives against the SEA objectives framework Appraising strategic alternatives Appraisal tools and Predict the effects of implementing the LTP on the procedures objectives of sustainable development Costs Use significance criteria to evaluate the effects of Options testing and implementing the LTP appraisal Develop measures to mitigate against any adverse effects Proposing measures to monitor the environmental effects of implementing the LTP Distillation and Stage C: Assessing the Effects of the LTP: comparison of Preparing the Draft Environmental Report on the findings options of the SEA and make recommendations for improvements to the LTP Consultations Stage D: Consulting and Decision Making: Outputs from the Consult with the public, community groups, authorities with study environmental responsibilities and other interest parties
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Funding resources Incorporate comments received from consultation and finding of the Environmental Report into development of the LTP Assess significant changes to LTP and produce Final Environmental Report Adoption of LTP with a ‘statement’ of how the findings of the SEA were incorporated into the plan. Implementation Stage E: Monitoring Implementation of the Plan: programme Develop aims and methods for monitoring Monitoring and Respond to adverse effects evaluation
1.4. Links between SEA and preparation of the LTP
SEA is an iterative process, carried out in parallel to, and integrated with development of LTP3. It is essential that the SEA and LTP are developed together so that findings from each stage of the SEA can be used to inform the development of the LTP, thus ensuring that it takes the long-term environmental, social and economic implications into consideration from the outset and in retrospect develops objective and policies that will have positive or neutral effects on the objectives of sustainable development.
The following flow diagram illustrates how the SEA process and development of the LTP are linked.
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Figure 1.1: Links between the SEA process and preparation of the LTP
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The remaining sections of this Environmental Report comprise:
Section 2 : Methodology
Scope of the SEA Section 3 : Relevant plans, programmes and environmental objectives Section 4 : Key environmental/sustainability issues Section 5 : SEA objectives Section 6 : SEA baseline and indicators Section 7 : Developing strategic alternatives
The SEA Assessment and Recommendations Section 8 : Testing the LTP objectives Section 9 : Assessing the effects of the LTP Section 10 : Incorporating results of the SEA into the LTP Section 11 : How results of the appraisal were taken into consideration Section 12 : Conclusion
Appendix 1: Requirements of the SEA Directive Appendix 2: List of consultees Appendix 3: Relevant UK legislation and policies Appendix 4: Sustainability issues and SEA objectives Appendix 5: Assessment Matrices Appendix 6: Consultation Responses
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2. Methodology
The following methodology summarises how, through a series of tasks, the Scope of the SEA for Redcar and Cleveland Borough Council’s LTP was determined, how the SEA was undertaken, and how the findings of the SEA were incorporated into the LTP during its preparation.
2.1. Establishing the Scope of the SEA (Stages A and B)
Scoping was required to ensure that the range and extent of the SEA of the Redcar and Cleveland LTP was accurate. Consultation with statutory consultees, stakeholders, the Redcar and Cleveland Partnership and other interested parties ensured that the SEA objectives that were developed for use during the ‘assessment’ were accurate in terms of their relevance to the LTP and to the issues that are specific to Redcar and Cleveland. Scoping also ensured that the SEA indicators were suitable and relevant and that information relating to the baseline situation had been correctly interpreted.
2.2. SEA Scoping report The Scoping Report was produced in December 2009 in accordance with Stages A and B of the SEA process to decide on the range and extent of the SEA. It contained:
A summary of the other plans, programmes and environmental objectives that were identified as being relevant to the plan (which can be found in section 3.1) A description of key environmental/sustainability issues in the Borough of Redcar and Cleveland (section 4.1) The SEA objectives that will be used to assess the effects of the LTP (section 5.1) Indicators (targets) that will be used to assess the performance of the plan in achieving the objectives A brief summary of the baseline situation A test of how the objectives of the LTP perform against the SEA objectives and a summary of the contents of the Environmental Report (ER).
Consultation on the scoping report took place in February and March 2010 with statutory consultees, key stakeholders and the Redcar and Cleveland Partnership (the Borough’s Local Strategic Partnership).
Table 2.1 below details the tasks involved in the scoping stages of the SEA, while table 2.2 details the tasks in stages B, C, D and E.
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Table 2.1: Tasks involved in Stages A and B of the SEA (Scoping)
SEA STAGES A AND B Relevant Tasks Description Section of SEA Report Stage A: Setting the Context and Establishing the Baseline Identification of Identification of plans and programmes that are other plans, relevant to the LTP programmes Identification of environmental objectives that are and relevant to the LTP from international to local level 1 Section 3 environmental policy documents objectives Tabulation of the key environmental issues identified in other plans and programmes and key environmental objectives Identification of Identify through desk based research and environmental consultation key environmental and sustainability 2 and issues within the Borough of Redcar and Cleveland Section 4 sustainability Review of regional information and baseline issues situation established during Task 4 Review sustainability objectives in the Integrated Appraisal Framework (IRF) North East and the Tees Valley objectives Development 3 Section 5 of Objectives Develop Redcar and Cleveland SEA objectives taking into consideration the requirements of the SEA Directive and NATA objectives and information obtained during tasks 2 and 3 above Identification and collection of relevant baseline data from various sources e.g. Redcar and Cleveland Borough Council, Redcar and Cleveland Partnership, National Indicators Information Portal, Regional Authorities, Stakeholders, Authorities with Environmental Responsibilities, as well as National, Regional and Sub Regional strategies and plans Review and analysis of baseline data Production of ‘baseline environment’ summary Establishment reports for each SEA topic 4 of Baseline Identification of ‘trends’ in the baseline data Section 6 Situation Identification of desired direction of change Current baseline condition e.g. good or bad Identification of data ‘comparators’ – national or regional data to compare Redcar and Cleveland’s status Reliability of the baseline data e.g. accuracy, gaps in the datasets, contemporariness Summary of how well Redcar and Cleveland is performing against current targets and objectives for the area Review of available baseline datasets, current Development baseline situation and trends in the data 5 of Indicators Development of indicators (and where appropriate Section 6 (targets) targets for indicators) that can be used to measure how the LTP performs against the SEA objectives Stage B: Consulting on the Scope of the SEA Production of Production of the scoping document to summarise 6 the scoping the findings of SEA Stages A and B N/A report Present the suggested method for completing the
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SEA and the structure and level of detail of Environmental Report Consult on the Issue scoping report to statutory consultees Consultation Scope of the (authorities with environmental responsibilities) and responses 7 SEA local authorities are in List of Consultees is presented in Appendix 2 Appendix 6
Table 2.2: Tasks comprising the SEA assessment of the LTP (Stages B, C, D and E)
SEA STAGES B, C, D and E Relevant Tasks Description Section of SEA Report Stage B: Developing Strategic Alternatives Identify strategic alternatives and select 8 Identify strategic options Section 7 preferred alternatives (strategic options) Testing the 9 Test the LTP objectives against the SEA objectives Section 8 LTP objectives Stage C: Assessing the Effects of the LTP Predict how the policies presented within the LTP will affect the baseline situation Assess the direction of change (e.g. increases/decreases in the emission of certain air Predict the pollutants) 10 effects of the Assess the scale of the effect on the baseline LTP situation Assess the timescale over which the effect will occur/last for Assess whether the effect is direct or indirect Consider any cumulative effects associated with other LTP policies Section 9 Develop significance criteria to evaluate the effect of Evaluate the the LTP policies on the baseline situation 11 effects of the LTP Evaluate the effects of the LTP policies on the baseline situation Make recommendations to modify policies to Develop reduce/prevent significant negative effects 12 mitigation measures Make recommendations to improve/enhance the sustainability of policies Present findings from tasks 10, 11 & 12 in an 13 SEA Matrix appraisal matrix Suggest measures for monitoring the effects of the LTP using the indicators identified in Stage A Make recommendations for updating and reviewing Develop a the baseline data to ensure that the effects of the 14 monitoring LTP can be monitored effectively Section 11 framework Make recommendations for addressing any ‘adverse’ effects identified during monitoring Make recommendation for incorporating the results of monitoring into future LTPs and other related
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plans e.g. Local Development Frameworks and Regional Spatial Strategies
Contents of the Environmental Report include: A Non Technical summary Methodology of SEA Purpose of SEA SEA objectives The baseline situation and indicators Prepare the Responses from the scoping consultation ‘Draft’ 15 The predicted effects of the LTP options and N/A Environmental policies Evaluation of the effects of the LTP options Report and policies How the preferred options and policies were chosen Why other alternatives considered were rejected Mitigations measures How findings of the SEA were taken into account in the LTP The monitoring framework Stage D: Consulting and Decision Making Consult on the Provisional LTP and the Consult the public, community groups, authorities To be 16 with environmental responsibilities and other local Draft completed stakeholders on the LTP and Environmental Report Environmental Report Production of Review the Environmental Report through the Final consultation process, to incorporate any alterations To be 17 Environmental made to the LTP completed Report Produce Final Environmental Report once consultations are complete Stage E: Monitoring Monitoring Provide the Local Authority with the monitoring 18 Section 11 Framework framework developed in Task 14
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3. Relevant Plans, Programmes and Objectives
3.1. Identification of Plans and Programmes that are Relevant to LTP3
The main focus of LTP3 is delivering improvements to the transport system within the Borough of Redcar and Cleveland. The contents of LTP3 will however be partially influenced by, and will also have some influence over the objectives presented within other plans/programmes that are produced for the same area (Redcar and Cleveland); neighbouring areas (The Tees Valley districts of Hartlepool, Middlesbrough and Stockton-on-Tees and Darlington; and the districts of Hambleton and Scarborough); the region within which Redcar and Cleveland is located (the North East of England); and the UK.
Highlighting objectives within other plans that may influence LTP3, or which may be influenced by LTP3, is important so as to identify any inconsistencies or conflicts between LTP3 and the other plans so that these can be addressed at the earliest stage possible. When addressing potential inconsistencies and conflicts between LTP3 and other plans/programmes, the hierarchy of plans, legal status and type of plan needs to be taken into account. Sub section 3.3 below summarises how LTP3 can take/has taken into consideration the objectives from the plans/programmes and addressed any potential inconsistencies/conflicts. However it should be noted that not all objectives presented in other plans/programmes will be relevant to LTP3 and there may be some objectives that LTP3 would not want to take on board e.g. those which are not sustainable.
The following is a list of the plans, programmes and ‘other’ environmental objectives that were identified as being relevant to LTP3. The ‘other’ environmental objectives were identified from various pieces of EU and UK legislation, Central Government Planning Policy Statements (PPSs). Appendix 3 summarises the relevant pieces of legislation and PPSs.
European plans/programmes European Sustainable Development Strategy UN Framework Convention on Climate Change (1992) Kyoto Protocol (2005) EU Climate Change Action and Renewable Energy Package (2008) EU Covenant of Mayors Initiative on climate change (2008) EU Transport Policy for 2010 (2001) European Landscape Convention (2000)
National plans/programmes: Towards a Sustainable Transport System – Supporting Economic Growth in a Low Carbon World (Oct 2007) Delivering a Sustainable Transport System – Main Report (Nov 2008) The Coalition: Our programme for government on transport (2010) A Safer Way – Consultation on Making Britain’s Roads the Safest in the World (2009)
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Inclusive Mobility – DfT (2003) Climate Change: the UK Programme (2006) Adapting to Climate Change in England – Defra (2008) The UK Air Quality Strategy – Defra (2007) The UK Renewable Energy Strategy (2009) Better Streets, Better Places – Delivering Sustainable Residential Developments (2003) Local Democracy, Economic Development and Construction Act 2009 Power of Place – English Heritage (2000) The Historic Environment: A Force for our Future – English Heritage (2000) Conserving Biodiversity – The UK Approach – Defra (2007) Guidance for Local Authorities on Implementing the Biodiversity Duty – Defra (2007)
Regional plans/programmes: Regional Economic Strategy Action Plan 2006-11 State of the Environment Report for the North East – ONE (2004) North East Strategy for the Environment – Sustaine (2008) Integrated Regional Framework – Sustaine (2008) Climate Change Action Plan for North East England – Sustaine (2008) Regional Freight Strategy (2005) Moving Forward -The Northern Way (2004) A biodiversity audit of the North East – North East Biodiversity Forum (2001) Countryside Character Volume 1 North East Region – Natural England (1998) River Tyne to Flamborough Head Shoreline Management Plan (2006) Regional Forestry Strategy
Sub regional plans / programmes Connecting the Tees Valley – The City Region Transport Strategy (2008) The Tees Valley Green Infrastructure Strategy (2008) A19/A66/A174 Study and Area Action Plan (2009) East Middlesbrough Transport Corridor Assessment and Feasibility Studies (2009) The State of the Tees Valley Report (2009) State of the Natural Environment Report for Tees Valley (2009) Tees Valley Climate Change Strategy (2010-2020) Air Quality in the Tees Valley 2006–2009 – TV Environmental Protection Group (2010) The Tees Valley Green Infrastructure Strategy – TVU (2008) The Tees Valley Unlimited Business Plan (2008-11) The Tees Valley Employability Framework (2008) The Tees Valley Strategic Housing Market Assessment (2009) The Tees Valley City Region Multi-Area Agreement (2008) Tees Valley Business Case and Development Programme (2006) The Tees Valley City Region Development Programme (2006) Tees Valley Biodiversity Action Plan
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Local plans/programmes: Building a Better Borough – Redcar and Cleveland’s Sustainable Community Strategy (2008) Local Area Agreement 2008-11 Our Plan 2009-14 – Redcar & Cleveland Borough Council’s Corporate Plan The Redcar & Cleveland Local Development Framework (LDF) Core Strategy Development Plan Document (2007) The Redcar & Cleveland LDF Development Policies Development Plan Document (2007) The Redcar & Cleveland LDF Communities DPD Preferred Options Report (2009) Draft Joint Tees Valley Minerals and Waste Submission DPDs (2009) The Redcar and Cleveland Economy DPD Scoping Report (2009) The Redcar and Cleveland Urban Design Guidelines Supplementary Planning Document (2006) The Redcar and Cleveland Landscape Character SPD (2009) The Redcar & Cleveland Regeneration Masterplan (awaiting publication) The Redcar and Cleveland Low Grange Farm SPD (2008) The Redcar and Cleveland Greater Eston Design Code Draft SPD (2009) Strategic Flood Risk Assessment (2010) A New Perspective: The Greater Eston Masterplan (2009) Destination Plan for Guisborough (2009) Redcar and Cleveland Sustainable Environment Strategy 2006-2021 North and South Tees Industrial Development Framework (2009) Countryside Strategy 2009 – 2014 Physical Activity Strategy 2005 - 2010 A Rural Strategy for East Cleveland 2003-12 Rights of Way Improvement Plan 2007 - 2017
A summary of the key objectives and requirements from the above documents is presented in Appendix 3.
3.2 Identification of ‘other’ Environmental Objectives that are Relevant to LTP3
In addition to the identification of plans and programmes that are of relevance to LTP3 it is also important to identify and review legislation, policy statements and guidance notes that may also be of relevance to LTP3. Legislation is a ‘statement of law’ either international, European and UK law. The legislation present in the Transport Act 2000 is what governs the production of LTP3 for which this SEA scoping report is being produced. Other pieces of legislation may have an influence over the content of LTP3 e.g. the Planning and Compulsory Purchase Act 2004 which requires the production of the Regional Spatial Strategy. Other pieces of legislation that were identified as being of relevance to LTP3 are listed below.
This review of other environmental objectives takes into consideration the information presented in Government policy statements and guidance notes. The policy statements/ 10 guidance notes issued by the UK Government identified as being relevant to LTP3 are also listed below.
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The following pieces of UK legislation were identified as being of relevance to LTP3:
Legislation The Transport Act 2000 Climate Change Act 2008 Energy Act 2010 Wildlife and Countryside Act 1981 Countryside and Rights of Way Act 2000 (CRoW) The Conservation (Habitats & c.) Regulations 1994 (Habitats Regulations) Part IV Environment Act 1995 (England and Wales) Environmental Protection Act 1990 EU Air Quality Directive 08/50/EC 2008 Air Quality Limit Values Regulations 2003 The Water Environment (Water Framework Directive) (England and Wales) Regulations 2003 Planning (Listed Building and Conservation Areas) Act 1990 Ancient Monuments and Archaeological Areas Act 1979 The Disability Discrimination Act 2005 Habitats Directive 92/43/EC The Birds Directive 97/49/EC Water Framework Directive 2000/60/EC Flood Risk Regulations 2009 Flood and Water Management Act 2010
The following policy guidance notes/policy statements were identified as being relevant to LTP3:
Planning Policy Guidance (PPGs) and Planning Policy Statements (PPSs) PPS 1 Delivering Sustainable Development PPG 2: Green belts PPS 3: Housing PPS 4: Planning for Sustainable Economic Growth (REPLACED PPG4) PPS 5: Planning and the Historic Environment PPS 7: Sustainable Development in Rural Areas PPG 8 Telecommunications PPS 9: Biodiversity and Geological Conservation PPS 10: Waste Management PPS 12: Local Spatial Planning PPG 13: Transport PPG 14: Development of Unstable Land PPG 15: Planning and the Historic Environment PPG 16: Archaeology and Planning PPG 17: Planning for Open Space, Sport and Recreation PPG 20: Coastal Planning PPS 22: Renewable Energy PPG 24: Planning and Noise PPS 25: Development and Flood Risk
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3.3 Incorporating Relevant Plans, Programmes and Other Environmental Objectives into LTP3 The aim of the LTP is to deliver transport improvements to support the achievement of the wider visions and objectives for the Borough of Redcar and Cleveland. As a result of this the contents of LTP3, are partially influenced by, and will also have some influence over, other plans and programmes that have been produced for the Borough. In addition to this LTP3, is influenced by, and has some influence over, the plans and programmes produced for the Local Authorities with which Redcar and Cleveland shares its boundary (Scarborough Borough Council, Hambleton District Council, Stockton on Tees Borough Council and Middlesbrough Council).
Other plans and programmes that were identified as being of relevance to Redcar and Cleveland include those produced for the other Tees Valley Authorities of Hartlepool and Darlington, the plans and programmes produced for the Tees Valley as a whole, the North East Region and the UK.
In addition to the identification of relevant plans and programmes to the LTP, it is also important to identify and review relevant legislation, policy statements and guidance. Legislation is a ‘statement of law’, be it international, European or UK law. The legislation present in the Transport Act 2000 is what governs the production of the LTP for which this SEA Environmental Report has been produced. Other pieces of legislation also influence the content of the LTP e.g. the Countryside and Rights of Way Act 2000 (CROW), which requires the LTP to ensure that its proposals do not conflict with nature conservation and wildlife protection.
It is important at this stage in the SEA process to identify which of the main strategies and objectives presented in the relevant plans, programmes, national policies and legislation need taking into consideration within the LTP. It is also important to identify potential inconsistencies or conflicts between the LTP and other relevant plans, programmes, polices and legislation so that these can be addressed at the earliest available opportunity. When addressing potential inconsistencies and conflicts the hierarchy of plans, legal status and type of plan needs to be taken into account.
The key objectives (obtained from an analysis of the plans, programmes and polices identified in this section of the report) and the key environmental and sustainability issues that need to be taken into account within the LTP are summarised in Section 4.
3.3. ‘Delivering a Sustainable Transport System’ (DaSTS) The national transport strategy ‘Delivering a Sustainable Transport System’ (DaSTS) contains a wide range of national and local objectives for the improvement of transport. The Council has identified how it is impacted on and can contribute towards these objectives through local actions in partnership with other organisations. Following an analysis of the listed plans and programmes and other environmental objectives, it is suggested that the key objectives that the Redcar & Cleveland LTP3 needs to take into consideration are:
DaSTS Goals and Challenges
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Reduce Carbon Emissions To deliver quantified reductions in greenhouse gas emissions within the borough, taking account of cross-network policy measures. To encourage people to use less polluting means of transport such as walking, cycling, buses and trains. To reduce emissions from transport To reduce the need to travel
Support Economic Growth To improve the connectivity and access to labour markets of key business centres To improve the reliability and predictability of journey times on key local routes for commuting, particularly by public transport To reduce lost productive time by a range of measures including by maintaining or improving the reliability and predictability of journey times on key local routes for business and freight. To deliver the transport improvements required to support the sustainable provision of housing in the borough. To ensure local transport networks are resistant and adaptable to shocks and impacts such as economic shocks, adverse weather, accidents and impacts of climate change.
Promote Equality of Opportunity To enhance social inclusion and the regeneration of deprived or remote areas by enabling disadvantaged people to connect with employment opportunities and key local services through improving accessibility, availability, affordability and acceptability. To enhance social inclusion by ensuring local transport networks are accessible and acceptable for disabled and disadvantaged people. To contribute to the reduction in the gap between the economic growth rates for Redcar & Cleveland, the North East and other English regions. To provide high quality, efficient public transport To better integrate transport modes To provide efficient transport interchanges
Contribute to Better Safety, Security and Health To reduce the risk of death or injury arising from transport accidents. To improve the health of individuals by encouraging and enabling more physically active travel. To reduce the social and economic costs of transport to public health, including air quality impacts. To reduce crime, the fear of crime and anti-social behaviour on the local transport network.
Improve Quality of Life and a Healthy Natural Environment To improve the experience of end-to-end journeys for transport users. To sustain and improve transport’s contribution to the quality of people’s lives by enabling them to enjoy access to a range of goods, services, people and places.
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To support urban and rural communities by improving the integration of transport into streetscapes. To enable better connections between neighbourhoods and better access to the natural environment. To minimise the impacts of transport on the natural environment, historic environment, heritage and landscape and seek solutions that deliver long-term environmental benefits.
3.4. Other Considerations
Climate To increase the transportation of freight via rail and water rather than road and air To promote energy efficient transport
Environment To ensure that transport schemes promote improvements in the urban street scene To ensure that transport schemes do not have adverse effects on the preservation, protection and enhancement of the natural, built and historic environment To ensure that proposals for transport improvements do not increase the risk of flooding To ensure that transport systems use land efficiently
Economy To ensure that transport schemes support sustainable economic growth and encourage inward investment To improve the attractiveness of transport corridors and gateways
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4. Key Environmental and Sustainability Issues
The priority environmental and sustainability issues within Redcar and Cleveland have been identified through a variety of methods including the following:
Review of the Boroughs Sustainable Community Strategy and its 14 priority outcomes and 79 objectives for improvement Review of the ‘Story of Place’ document, the context document for the Sustainable Community Strategy Reference to ‘Our Plan’, the Council’s Corporate Plan, and subsequent performance reports Reference to the Boroughs State of the Environment Report and Sustainable Environment Strategy A review of the information provided in the relevant plans and programs listed in the previous section of this scoping report, Section 3. Internet research on regional, sub regional and local information Discussions with both the Transportation and Planning Divisions of the Local Authority
Emerging from the above processes and through discussions within the Local Authority and Partnership groups, was that the most important issue within Redcar and Cleveland, and the theme most in need of improvement, is borough wide regeneration. Regeneration is necessary to improve the quality of life for people within Redcar and Cleveland through the creation of growth, inward investment, increasing employment opportunities, reducing inequality, providing good quality and affordable housing and ensuring a high quality, sustainable environment.
The key issues in Redcar and Cleveland have been summarised below, under the five priority areas of the Borough’s Sustainable Community Strategy with a background summary section to begin.
4.1.1 Background Redcar and Cleveland is on the North East coast of England. Lying to the south of the River Tees, it is the southernmost authority in the northeast region and covering nearly 25,000 hectares, is the largest Borough within the Tees Valley city-region. The population at the 2001 Census was 139,132 however, the latest estimate for mid-2006 is 139,500. Population is spread across the main urban conurbation of Redcar and Greater Eston, and many smaller commuter towns, rural villages and coastal settlements.
The population density of only 5.6 persons per hectare, is considerably lower that the 8.2 average of the Tees Valley. Rural areas make up a significant part of the Borough, especially the landscape in East Cleveland which is largely agricultural, making up 90% of the total land area.
Possessing Heritage Coastline, part of the Teesmouth and Cleveland Coast Ramsar and Special Protection Area, a site of European importance for wildlife, Part of the North York Moors National Park and extensive areas of nature conservation sites, woodland and agriculture, the Borough is rich in
Page 21 of 83 Local Transport 3: Strategic Environmental Assessment – Environmental Report (draft) natural assets. In complete contrast, along the south bank of the River Tees lies a large complex of heavy industry dominated by iron, steel, petrochemicals, process engineering and logistics, including the second largest port in Britain. This area forms the economic powerhouse of the Tees Valley.
As of 2007, almost half of all Super Output Areas (SOAs) within the Borough fall within the top 20% of most deprived areas nationally. The highest concentration is clustered around the South Bank, Eston and Grangetown wards, with smaller pockets across northern reaches. Overall, the Index of Deprivation (ID) 2007 suggests that the picture is improving. In 2004, we were the 44th most deprived Borough in the country and in 2007 we dropped to 50th. Concentration of deprivation however, is moving in the opposite direction. In 2004 we had the 14th highest concentration of deprivation in the country and in 2007 this had got slightly worse at 12th.
Neighbourhood level data for the Indices of Deprivation (ID) 2007 show that for overall deprivation, of the 92 SOAs in the Borough, 11 are ranked within the 3% most deprived, 9 within the 3-10% most deprived, and 11 are within the 20% most deprived SOAs nationally. Thus, tackling deprivation and “narrowing the gap” between the most and least deprived communities continues to be a major priority for Redcar and Cleveland.
4.1.2. Children and Young People Real progress has been made over recent years in relation to the achievements with our young people. Our schools achieved the Borough’s best ever GCSE results, with 48.5% of students achieving 5 or more A*-C grades including English and Maths - an increase of 10% in the last three years. Redcar and Cleveland is the 3 rd most improved local authority over this period.
The progress of our pupils in five of our secondary schools places those schools in the top 20% of schools nationally, while our primary schools results for Key Stages 1 and 2 were above the National Average.
The achievement gap for our five year olds has been narrowed for the third consecutive year and Ofsted awarded ‘good’ or ‘outstanding’ ratings to 96% of our primary schools. All of our schools have achieved the Healthy Schools Award and all have met the national target of delivering a wide range of extended services within the communities they serve.
There are still a number of challenges facing the Borough. We need to raise the attainment and achievement of young people in the Borough through improving the quality of educational and skills provision in the Borough, and break the link between poverty, low aspiration and attainment of all young people.
Some children and young people experience problems in making positive choices about healthy lifestyles, for example diet, alcohol, drug use and sexual health, while some are living in households affected by poverty and poor
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housing conditions due to inequalities within our Borough relating to economic well being.
4.1.3. Health and Well Being Health inequalities across Redcar and Cleveland remain a significant challenge to a range of agencies. Life expectancy remains significantly lower in the most deprived neighbourhoods. On average, life expectancy for both men and women in our Borough is lower than the England average, with a significant difference between deprived areas and more prosperous areas.
Our ageing population – a combination of people getting older and living longer, will see demand for services rise by about 50% in the next 15-20 years. Access to services like adult education and leisure is often prohibitive denying many people the opportunities to be active in mind and body.
Public transport is inconsistent across the Borough denying many older and disabled people access to community activities and everyday tasks such as shopping.
However good work continues to tackle these priority areas such as the provision of support to 16 community pharmacies helping more than 1,300 smokers to quit and support to reduce teenage pregnancy. Together with Arriva we introduced transport from East Cleveland three days per week providing access for wheelchair users.
4.1.4. Regeneration (Sustainable Communities)
Economy and employment Although Redcar and Cleveland has the highest concentration of chemical and steel processes in the Tees Valley the area has been subject to considerable decline resulting in the loss of thousands of jobs from the steel and chemical works in recent years.
Along the River Tees, many of the areas of industrial decline, social deprivation and outward population migration are suffering from neglect and abandonment, resulting in a poor quality urban landscape and decaying urban fabric.
Employment in the Tees Valley has been affected by the recent economic downturn and unemployment has been increasing. Unemployment is high (3.9%) compared to the rest of the North East (3.3%) and Great Britain (2.5%).The claimant count rose by 58% in the Tees Valley from January 2008 to July 2009.
However, in comparison with these other areas where new employment in financial services, business and retail replaced lost jobs, in Redcar and Cleveland, such employment has remained constant. This has left the Borough with a weak service sector.
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The Local Enterprise Growth Initiative has resulted in the start up of 376 new businesses, 19 social enterprises and a further 558 businesses have been assisted to grow.
Rural areas are experiencing population decreases and abandonment as people move elsewhere for employment. This is especially noticeable in the market towns of East Cleveland that are no longer the major focus for local economies and social activities around the area.
The industrial decline has left a legacy of derelict and contaminated land with 702 potentially contaminated sites within the Borough.
Biodiversity and geodiversity Redcar and Cleveland has many areas designated for their geological importance. These include three geological SSSIs and 22 Local Geological Sites, covering a wide range of geological features from river cuttings to old quarries and wave-washed scars. Since 2003 Redcar and Cleveland has been covered by the Tees Valley Geodiversity Action Plan and has supported and helped with the delivery of a range of conservation and management activities across these sites. Since 2008 sites formally known as Regionally Important Geological and geomorphological Sites (RIGS) are now designated as Local Geological Sites (LGS) to sit alongside the Local Wildlife Sites designated for their biodiversity importance.
The Borough is an important area for biodiversity with a number of protected sites. Within the Borough the following sites have international protection: the Teesmouth and Cleveland Coast Special Protection Area (SPA), which is also a ‘RAMSAR’ site, and the North York Moors SPA, which is also a Special Area of Conservation. The Sites of Special Scientific Interest in the Borough (outside the National Park) are the rocks and sands between Redcar and the Tees Estuary (also included in the SPA), and the sites of Lovell Hill Pools, Saltburn Gill, Boulby Quarry and Langbaurgh Ridge. There is a continued threat to biodiversity from climate change and industrial development.
Following the publication of criteria for selection by DEFRA (2006), a review of the ‘Sites of Nature Conservation Importance’ in the Borough is currently being carried out and Local Wildlife Sites are being designated. These sites have been set out in the Schedule of Local Wildlife and Geological Sites.
Landscape and Countryside Green infrastructure is a priority in the Borough with its ability to c reate attractive environments, opportunities for recreation, encourages wildlife, appeals to inward investors, promotes better public health and can help mitigate the effects of climate change. The Tees Valley Green Infrastructure Strategy published in 2008 will help deliver these aims.
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Landscape character in Redcar and Cleveland provides a considerable contribution to local distinctiveness. 23 square miles of the Borough is located within the North York Moors National Park and a 12 mile stretch of the Borough’s coastline from Saltburn eastwards to Staithes is defined as the North Yorkshire and Cleveland Heritage Coast, an area protected against any development that may harm its special character.
There are also a large number of historic features in the Borough that need to be protected for their heritage value and need to be preserved. There are 1149 Listed Buildings and 26 Scheduled Monuments, some of which are under threat.
There are four landscape tracts identified in the Borough represent recognisable areas of landscape that possess distinctive local identity that sets them apart from neighbouring areas. These are Eston Hills, Redcar Flats, East Cleveland Plateau and Guisborough Lowland.
Air quality and climate change Air quality in Redcar and Cleveland is generally good and the Council has not declared any Air Quality Management Areas. River water quality is generally good and bathing water quality is very good, consistently meeting Bathing Quality Standards.
The evidence that climate change is happening, and that man-made emissions are its main cause, is indisputable. Climate change is considered by the Government as probably the greatest long-term challenge facing the human race and following the publication of the UK Climate Change Programme in 2006, the UK is legally obliged to reduce emissions by 80% by 2050.
Redcar and Cleveland’s total CO2 emissions in the Local Authority Area in 2007 were 1,514,000 tonnes, a 1.3% reduction on emissions in 2006 (National Indicator NI 186). Redcar and Cleveland’s medium term target is to reduce emissions by 21% by 2020, working in partnership with the neighbouring four Tees Valley local authorities in delivering the Tees Valley Climate Change Strategy. The Council is also a signatory, and working to deliver, the EU Covenant of mayors Initiative, requiring a 20% emissions reduction by 2020.
Over the coming years, we are likely to see more extreme weather events. In the North East, the climate is predicted to become warmer (3°C – 4°C by 2080). Winters will become wetter with more extreme events and summers will become drier.
Sea level is also predicted to rise which will lead to an increase in flooding incidents and erosion to our coastline. The latest Climate Change Predictions predict that by the year 2050, sea level will have risen by between 24 and 29cm from 1990 levels and by 2100, as much as 86cm.
In order to support the Government’s aims in tackling further climate change, there is a need to urgently reduce carbon emissions from all types of
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development and transport. When considering new employment opportunities and infrastructure, there is a need to secure the highest viable resource and energy efficiency and implement measures to reduce emissions.
The LTP should seek to mitigate the environmental impacts of increased reliance on the car by minimising the need to travel, encouraging public transport use and promoting the viability of non-motorised transport modes between homes, workplaces and other key trip-generators.
There is a need for the LTP to adopt and implement measures to help Redcar and Cleveland adapt the known impacts and consequences of climate change, reducing vulnerability and to provide resilience. The Tees Valley Climate Change Strategy sets out a number of recommendations to adapt to climate change. These include working towards the implementation of an effective, efficient and user-friendly inter-modal transport system.
In 2009/10, Redcar and Cleveland had reached Level 1 of preparedness to the known impacts of climate change against a target of Level 2 (Level 0 is lowest and Level 4 highest state of preparedness).
4.1.5. Safer Communities A real difference has been made on the streets of Redcar and Cleveland over the last 12 months through joint working with the police and other agencies in the community and particularly with young people. Recorded crime was the lowest for 10 years with criminal damage reduced by 78% over this period.
Reports of Anti-Social Behaviour in our Borough are down 400 successful prosecutions were brought against offenders for fly tipping and allowing dog fouling.
There are a number of challenges to face to achieve safer communities and ensure the well being of our citizens, including the need to do more to address serious crime, criminal damage and anti-social behaviour. High levels of crime exist in some areas which are often associated with high levels of deprivation, unemployment and low educational attainment, and the fear of crime which nationally remains disproportionately high compared with recorded levels must be addressed.
4.1.6. Stronger Communities Good progress has been made over the last 12 months on an integrated community strategy to create stronger communities. Over £1m to local voluntary organisations was awarded to build up capacity to deliver services such as Shopmobility, with the continuation of delivery of local small grants programmes.
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Two significant initiatives have recently been delivered including the ‘Take the Lead’ initiative, launched to give people the opportunity to become involved in our decision making on community matters. The East Streetz initiative - a refurbished mobile youth centre which tours the rural areas of Carlin How and Liverton Mines at weekends, was also a significant achievement
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4.2. Addressing key environmental and sustainability issues
In order for LTP3 to support regeneration it needs to consider:
Improving the accessibility, and therefore the attractiveness, of key areas of regeneration from elsewhere within the region and the country (e.g. improved links to the A1 Trunk Road and East Coast Mainline railway)
Teesport is a major employment area, providing 2,500 jobs and supporting a further 2,000 indirectly in the Teesside area. It is one of the top four trade ports in terms of the tonnage handled and is a growing freight port, evidenced by the recent investments in large retail distribution centres within the port estate and the expansion of the road haulage sector, most notably at South Tees Freight Park. The growth of the port and associated developments may necessitate major investment in the strategic road and rail networks in South Tees.
Supporting the regeneration of the derelict and contaminated sites
Providing the transport infrastructure to facilitate the development of business clusters to attract emerging technologies and the renewable energy sector
Improving public transport links between areas of high unemployment/social deprivation and areas of employment
Improving public transport links between rural areas and regeneration/future employment areas to help people in rural areas gain access to employment and to encourage people to move back into the rural communities
Improving transport links to rural areas to support the diversification of rural economies
Improving accessibility of town centres (Middlesbrough/Redcar) to assist with encouraging people to visit the area
Improving the urban street scene
Improving access to primary and secondary schools and further education
Ensuring the transport infrastructure links areas of new housing and housing renewal areas to the employment areas and town and district centres
Improving crime prevention measures on public transport, bus stations, train stations and car parks
Encouraging walking or cycling as a alternative mode of travel to help promote healthier lifestyles
Improving access to the coast and the rural parts of the area to help promote development of the tourism industry
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In addition to supporting regeneration LTP3 also needs to take into consideration the following:
Protection of the Borough’s Sensitive Landscapes and Restoration Landscapes, the historic landscapes, the North York Moors National Park and the coastline, especially the section between Saltburn and Staithes which is a defined Heritage Coast
There is a need to support the delivery of the Tees Valley Green Infrastructure Strategy and protect, manage and enhance the multi functional green infrastructure network in Redcar and Cleveland as part of encouraging walking and cycling
Improved access to areas of public open space, linked to the promotion of green infrastructure
There is a need to protect and enhance SSSIs and LNRs, including Special Protection Areas, Ramsar sites and Special Areas of Conservation
Improved access to cultural activities/attractions
Protecting the Boroughs wealth of listed buildings
Improved access to areas of public open space
Protection and enhancement of the Boroughs 9 SSSI’s and 6 Local Nature Reserves
Promoting the development/use of Teesport to encourage a modal shift in the transportation of freight from road to rail and water
Ensuring transportation schemes do not have adverse effects on the capacity of fluvial and tidal floodplains especially around the coast which is at risk from rising sea levels
Encourage the key industries to implement green travel plans (e.g. car sharing schemes, cycling to work) especially for shift workers who cannot always use public transport due to the times that they are required to travel
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5. SEA Objectives
5.1 Development of the SEA Objectives SEA objectives are either measurable or non-measurable statements that define what is to be achieved in terms of sustainable development. Although objectives are not a specific requirement of the SEA Directive they are a recognised way in which the effects of implementing a plan on the environment can be measured, evaluated and compared. Given that the SEA objectives are developed to appraise the whole LTP, including its visions, aims and objectives as well its policies and proposals, they have to be developed separately to LTP objectives, although the SEA and LTP objectives may influence each other and overlap.
Redcar and Cleveland Borough Council, in association with the other four Tees Valley Boroughs (Middlesbrough, Darlington, Hartlepool and Stockton on Tees) have developed a set of Sustainability Objectives. These objectives were developed around information presented in the Integrated Regional Framework (IRF) for the North East. The SEA objectives developed for appraising LTP3 are based upon a review of the Tees Valley sustainability objectives and the sustainability objectives presented in the IRF.
Development of the LTP SEA objectives, presented in Table 5.1, also took into consideration the key environmental and sustainability issues in the Borough of Redcar and Cleveland, identified in Section 4 of this Environmental Report.
The LTP SEA objectives were also developed in the context of the required SEA Directive ‘topics’. These SEA ‘topics’ include:
Biodiversity Air Fauna
Landscape Climatic factors Human health
Cultural heritage Soil Population
Water Flora Material assets.
It was also recommended in the Department for Transport’s Guidance on SEA that objectives should be developed in respect to those presented in the NATA (New Approach to Appraisal) outlined in TAG Unit 2.5.
In addition to the Tees Valley sustainability objectives and information presented in the IRF, development of the LTP SEA objectives also took into consideration the information obtained during the review of plans, programmes, polices and legislation that was identified as being of relevance to the Redcar and Cleveland LTP (Section 3).
In addition to the environmental and sustainability issues and information presented in the relevant plans, programmes, policies, the SEA objectives take into consideration information obtained during a review of documents associated with
Page 30 of 83 Local Transport 3: Strategic Environmental Assessment – Environmental Report (draft) sustainable development from a national to local level. These documents included the UK Strategy ‘Securing the Future: Government Sustainable Development Strategy’ (2005).
During the development of the SEA objectives it was important to consider their relevance in terms of the deliverables of the LTP. This is an important aspect of the SEA process as it is inappropriate and can be misleading to set objectives that can never be fully achieved by the LTP e.g. encouraging people to produce less waste.
Table 5.1 SEA objectives for Redcar and Cleveland’s LTP3
Core Theme: Protect the Natural and Built Environment 1 To protect and enhance biodiversity and geodiversity 2 To protect and enhance the quality and distinctiveness of the area’s landscapes and open spaces, townscapes and streetscapes 3 To preserve, protect and enhance buildings, sites, features and areas of archaeological, historical and architectural interest and diversity, and their settings, whether designated or not Core Theme: Prudent Use of Natural Resources 4 To protect and improve local air quality 5 To protect and improve the quality of all controlled waters 6 To reduce the causes of adverse climate change 7 To minimise the risk of flooding 8 To reduce the amount of waste produced and increase the amount recycled, reused and recovered 9 To promote the re-use of previously developed land Core Theme: Community Support and Involvement 10 To promote social inclusion 11 To ensure that the housing needs and aspirations of the community are met locally 12 To enable the development of new and improved educational facilities 13 To create safe communities 14 To provide opportunities for physical activity to promote healthy lifestyles 15 To maintain and improve the accessibility and quality of key services and facilities 16 To encourage the use of sustainable and high quality design in new developments Core Theme: Support the Economy 17 To improve access to employment 18 To diversify the economy of the rural areas 19 To support and facilitate economic growth and provide opportunities for employment 20 To improve the viability and vitality of town and district centres
6. Establishing the Baseline
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The following section assesses the relevance of ‘baseline data’ to the SEA process, how it was collected, how it relates to the SEA objectives and indicators (targets), the sources of baseline data identified and how the baseline data collected has been used within this Environmental Report.
6.1 Baseline Data and the SEA process Baseline data is information, either qualitative or quantitative, that is used to describe the status of the existing environment, population and economy that may potentially be affected by LTP3 prior to its implementation. Baseline data is an essential element of the SEA process as it enables the appraiser to predict the effects of implementing LTP3 on the environment, population or economy.
However the appraisal process needs to take into consideration the fact that the ‘baseline’ is only a ‘snap shot’ of the existing situation. The ‘baseline’ of each aspect of the environment, population or economy being assessed is continually changing. These changes may be a result of natural process or human intervention, and from sources external to and unrelated to the Local Transport Plan.
When assessing how the implementation of LTP3 will affect the different aspects of the environment, population or economy the appraisee must also consider how the ‘baseline’ would change without implementation of LTP3 e.g. under the influence of natural process or human intervention external to LTP3. It is therefore important when identifying baseline data, and establishing the baseline situation, to identify whether there have been any changes over the data collection period, and whether there are any trends associated with these changes.
6.1.1 Baseline Data and SEA Objectives As mentioned above, the SEA objectives are used to assess whether, following its implementation, LTP3 will have significant effects on sustainability (the environment, population and the economy). The ‘sustainability’ of LTP3 is measured by assessing whether the predicted changes in the baseline situation that may occur as a result of implementing LTP3, will have positive, negative or neutral effects on the SEA objectives. Positive effects indicate that LTP3 will be sustainable where as negative effects suggest that LTP3 will not achieve the objective of sustainable development and should therefore be subject to further review.
Given that the ‘sustainability’ of LTP3 is measured by assessing how the changes in the baseline situation affect the SEA objectives, it is important for these to be developed together. It is not possible to predict the effect of LTP3 on an SEA objective if there is no baseline information available that relates to the SEA objective. It is also equally important to ensure that the information used to establish the ‘baseline’ relates to one or more of the SEA objectives, or the information will be redundant and will have been collected and analysed unnecessarily. It is also important that the SEA objectives, and therefore the baseline data, are relevant to the plan that is being assessed. There is no merit in providing information about the current state of the education system in Redcar & Cleveland, or developing objectives to measure the effects of LTP3 on it, when the only influence that LTP3 will have on education is to ensure that its is accessible to all.
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6.1.2 Baseline Data and Indicators (Targets) SEA indicators will be used to check that LTP3 is performing as predicted, in terms of the effect that its implementation is having on the original baseline situation (environment, population and economy). Indicators are usually directly linked to the baseline data in that the effect of implementing the plan is measured by evaluating the change to the baseline situation (e.g. whether the number of road accident casualties has increased or decreased during the LTP3 implementation period).
In addition to indicators, the SEA process may also involve the use of targets. Targets are often used as a way of expressing a desired level of change. For example, they may provide evidence as to whether LTP3 has, in areas such as the reduction of road accident casualties, met its specified target. Indicators are still useful without targets, however targets can help encourage and increase the speed and level of change. However, it must also be taken into consideration that inaccurate targets can be misleading especially if they are not realistically achievable e.g. in terms of the set timescale or the deliverables of LTP3. Targets are only appropriate to use for quantitative datasets, e.g. where there are figures, values or facts. It is difficult to develop targets for qualitative information (descriptive), as observations of change tend to be more subjective.
6.2 Sources of Baseline Data Baseline data is available from a variety of sources. Most information used in this Environmental Report was obtained from: Redcar and Cleveland Borough Council; Redcar and Cleveland Partnership, the Environment Agency; English Heritage; Natural England, Department for Transport, Department for Energy and Climate Change, Regional Authorities and local stakeholders e.g. Tees Valley Unlimited; and national data sources e.g. Office for National Statistics (ONS) and the national Indicators Information Portal. Most sources of baseline data were provided in digital format from the relevant sources.
6.3 SEA Baseline Data and Indicators for the Redcar & Cleveland LTP3 Table 6.1 summarises the objectives, indicators and baseline data identified for the SEA of the Redcar & Cleveland LTP3. The information presented in this baseline Environmental Report includes:
Identification of ‘trends’ in the baseline data (from 2005) where available Current baseline condition e.g. good or bad Desired direction of travel Identification of data ‘comparators’ – national or regional data to compare Redcar and Cleveland’s status Reliability of the baseline data e.g. accuracy, gaps in the datasets, Contemporariness Summary of how well Redcar and Cleveland is performing against current targets and objectives for the area
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Table 6.1: Objectives, indicators, baseline and direction of travel of Redcar and Cleveland’s LTP3
SEA Objective Sub objectives Indicators Baseline report Source 9 SSSIs totalling 2466ha (40% total SSSIs for Region). 3 of the SSSIs are in the North York Moors National Park. 986ha of those SSSIs are in a favourable recovery condition. Total area, number and condition of Information from Will it protect and enhance statutorily statutorily www.natureonthemap.org.uk www.natureonthem designated sites of nature designated sites of nature operated by English Nature 2009. ap.org.uk conservation importance? conservation importance Lovell Hill Pools 9.73ha Favourable recovery. Boulby Quarries 42.39ha favourable recovery. South Gare & Coatham Sands 34.92ha favourable recovery, 301.43ha unfavourable recovery. Will it protect and enhance statutorily Three geological SSSIs and 22 Local Tees valley RIGS To protect designated sites of geological Number of designated RIGS Geological Sites have been website and enhance importance? designated 1 biodiversity There are 6 LNRs in Redcar and and Cleveland, totalling 289 hectares. geodiversity Natural England recommends that local authorities should aim to provide at least1ha of LNR per 1000 Will it protect and increase the area The area of Local Nature Reserves population. This declaration will www.redcarandclev of Local Nature Reserves (LNRs) per (LNRs) per 1000 population increase the total area to 354ha, eland.gov.uk 1000 population? meaning the Borough’s provision will be almost 2.5ha LNR per thousand population.
www.natureonthem Will it protect areas of Local Total area of Local Biodiversity Action ap .org.uk operated Biodiversity Action Plan (LBAP) Awaiting information Plan (LBAP) priority habitat by natural England priority habitat?
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12km stretch of Cleveland Coast from Saltburn to Staithes at the boundary A biodiversity audit with North Yorkshire is designated as of the North East part of the North Yorkshire and (Brodin, N for the Cleveland National Park. There are NE Biodiversity Will it protect and enhance Total area/condition of designated four landscape tracts identified in the Forum) designated landscapes protected for landscape (Special Landscape Areas Borough represent recognisable
their quality/amenity value? (SLAs), Heritage Coasts) areas of landscape that possess Landscape distinctive local identity that sets them character apart from neighbouring areas. These assessment 2006 are Eston Hills, Redcar Flats, East
Cleveland Plateau and Guisborough Lowland. To protect Tees Valley has 4000ha of woodland, and enhance www.natureonthem 1440ha is ancient semi-natural the quality ap .org.uk operated woodland, 11% of the ancient semi- and Will it protect important landscape Change to % tree cover (Ancient by English Nature natural woodland is in Redcar distinctivene features? woodland and and Cleveland 15.84% of land within ss of the (Hedgerows, trees, woodlands) other) UK BAP Tees Forest boundary of Redcar and 2 area’s www.ukbap.org.uk Cleveland has woodland cover as of landscapes the end of (2002/03) and open Biodiversity spaces, Indicators and townscapes Targets for the NE and Will it improve the local area (NI5) To be established Information from Place survey of England (Brodin streetscapes & Street for the NE Biodiversity Forum)
Large number of public open spaces, many of which are in poor condition and need improvement. In 2008/09 Redcar and 66% of residents were Cleveland Borough Will it protect and enhance areas of Total number/area and quality of satisfied with parks and open spaces. Council: State of amenity/public open space? amenity/public open space Access to quality areas of public the Environment open space is an issue – Annual Report 2006/07 TellUs Survey There are two well used Country Parks (Pinchinthorpe and Flatts Lane) as well as several
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formal parks Geological Sites (RIGS)
To preserve, Will it protect Scheduled Total number/condition of Scheduled 83 Scheduled Monuments (29 within protect and Monuments? Monuments the RCBC ‘planning area’ and 54 enhance within the National Park)
buildings, Will it affect a listed building or No. of listed buildings at risk 17 Listed Buildings at Risk in Redcar sites, archaeological site? and Cleveland / north Yorkshire features and moors areas of Will it protect and enhance Total number of conservation areas Redcar and archaeologic designated conservation areas? with conservation area appraisals Cleveland Borough al, historical 3 Council: State of and the Environment architectural Report 2006/07 interest and 20 Conservation Areas English Heritage At diversity, Risk Register and their Redcarandclevelan settings, d.gov.uk whether designated or not Will it maintain or reduce emissions Number of exceedances of the Emissions of NO2 and PM10 were of NO2 and National Air Quality Strategy (NAQS) less than the NAQS objectives in Particulates (PM10) from transport? objectives for NO2 and PM10 2003 and 2008. RCBC have not To protect declared any Air Quality Management and improve 4 Areas (AQMAs) local air Will it reduce the volume of traffic? Volume of traffic Redcar and Cleveland saw a 9.1% quality increase in traffic volume from the Dft.gov.uk 1999 baseline to 2009. DfT LA Level Transport Statistics. Will it protect and improve river water Percentage of the total length of the There is 8.6km of estuary. In 2001 quality? Tees estuary 70% (6km) was categorised as fair To protect classified as fair to good quality and 30% (2.6km) was categorised as and improve (General Quality good 5 the quality of Assessment (GQA) scores all controlled Will it protect and improve the quality Percentage of bathing water tests 100% of the bathing water tests Redcar and waters of coastal waters? meeting the national bathing water (bacteriological) met the national Cleveland borough quality standards standards in 2002, 2003 and 2004. council All six bathing water sites tested in
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2008, 2009, 2010 passed the minimum legal requirement by 95% or more.
Will it promote a 20% reduction on CO2 emissions from transport Under NI 186, in 2007, CO2 Dept for Energy 1990 levels in emissions from road transport totalled and Climate CO2 emissions from Transport? 237,000 tonnes, a slight increase Change from 234,000 tonnes in 2006 Will it reduce the number of journeys Total distance travelled to work A higher percentage of people in and distances travelled by car? Redcar and Cleveland travel between Percentage of people using more 5 and 10km (22.28%) and 10 to 20km sustainable modes of transport to (22.29%) to work than the percentage travelling to work for England (18.25% and 15.2% 02 June 2006 respectively)
Source: Office for Travel to work in Redcar and National Statistics Cleveland: rail = 1.21% (4.23%
England); bus = 7.97 % (7.51% To reduce http://neighbourhoo England); Motor bike = 0.90%( 1.11% the causes d.statistics.gov.uk/d England); car/van = 60.18% (54.92% 6 of adverse issemination/LeadT England) passenger in car/van = climate ableView.do?a=7& 9.12% (6.11%England); Taxi = 0.49% change b=279701&c=TS6+ (0.52% England); cycle = 1.94% 8DP&d=14&e=1&g (2.83% England) and walking = =386250&i=1x1003 9.95% x1004&o=1&m=0&r (9.99% England); Other = 0.97% =0&s=1239931144 (0.46% England); public transport 093&enc=1&dsFa users with car/van = 66.22% (69% milyId=283 England); public transport users without car/van = 33.74% (30.45% England) – information from the Office of National Statistics (ONS) 2006 Will it promote a modal shift (from Amount of freight transported by rail road/air to rail/ water) for the and water compared to road/air Needs to be ascertained transport of freight? 7 To minimise Will it reduce the capacity of the Total number of new planning 0 (2006-08) _ Information from RCBC
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the risk of floodplain and lead to flooding applications approved contrary to Planning Application Records flooding elsewhere in catchment? advice given by the Environment 42.13km of coastline is at risk from Agency flooding due to sea level rise 3 flood warnings (coastal) were issued in 2003/04 (all on Cowbar Beck at Staithes) To reduce Will it facilitate the re-use of Total amount of reused materials the amount materials? used in transport schemes of waste produced 8 and increase Needs to be ascertained the amount recycled, reused and recovered Will it facilitate/support the Total area (hectares) of previously 6 derelict sites in Redcar and regeneration of previously developed developed land Cleveland that are more than 10ha in land? area. In total the 6 sites cover 131ha of land. In total there are 186.97 ha of derelict land which accounts for 22.79% of the total derelict land in To promote Tees Valley – Information from the the re-use of State of the Environment Report 9 previously (2004) During 2008/09 65% of new developed housing developments were on land previously developed land. Will it facilitate/support the Total area (hectares) of contaminated Redcar and Cleveland has identified remediation of contaminated land? land 702 potentially contaminated sites – Information from the State of the
Environment Report (2006/07)
To promote Will it reduce poverty and social Performance against English Indices http://www.redcar- social exclusion in those areas most of Deprivation 2004 – Index of cleveland.gov.uk/m inclusion affected? Multiple Deprivation ain.nsf/E81702F12 10 16 of the 22 wards in Redcar and 0A30A0C802573B Cleveland are within the 20% most 4003FCE87/$File/I deprived wards in the country (IMD D2007%20- 2004 ODPM) – information from ONS
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Number of SOA’s in Redcar & %20Briefing%20No Cleveland within the 20% most te.pdf deprived in the country.
SOA’s 2004 = 31 SOA’s 2007 = 31
(IMD 2007) Percentage of the population of http://www.statistic 20.6% of the population of Redcar working age claiming key benefits s.gov.uk/STATBAS and Cleveland are claiming key E/ssdataset.asp?vl benefits nk=7753 Proportion of low income households Ward Low income with children households South Bank 53.1% Grangetown 63.4% Eston 39.3% http://www.redcar- Hutton 7.2% cleveland.gov.uk/m Longbeck 15.3% ain.nsf/printable/9C
BC62FADF9DC9A Ward Children in 580256E9800411D low income households DB?OpenDocumen South Bank 48.6% t Grangetown 74.2% Eston 52.2% Hutton 3.7% Longbeck 19.4%
Percentage of households without a 32.3% households do not own a car car compared to 26.8% of households nationally. 22.8% households have 2 or more cars compared to 29.4 England (ONS 2008) The areas with the lowest car ownership are Grangetown (58.1%) Coatham (45.6%) and South Bank (49.3%).
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To ensure Will it contribute to meeting housing NI 155 Number of affordable homes that the needs delivered (gross) housing needs and 11 aspirations Needs to be ascertained of the community are met locally To enable To be ascertained To be ascertained the development 12 of new and To be ascertained improved educational facilities To create Will it reduce the fear of overall Number of buses in local fleet fitted 2002/3 = 0, 2003/4 = 8, 2009 – safe crime? with on-board CCTV cameras Arriva Redcar & Whitby Depots 54 communities out of 67 buses, Stockton Depot – 78 out of 82 buses – 82% overall Number of car parks with secured status In 2002/3 there were no car parks with secured status. By 2009/10, 16 car parks had achieved Park Mark Status Will it reduce transport Number of vehicle related crimes per In 2002/3 the number of vehicle related crime? 1000 population crimes per 1000 pop = 16.19. 13 2008/09 = 7.33 vehicle crimes per
1000 population
Will it reduce the number of Number of road accident casualties. In 2008, 58 people were killed or casualties from transport related All killed and seriously injured seriously injured, no change from the accidents 1994-98 average baseline.
Number of road accident casualties. In 2008, 4 children were killed or Children – killed and seriously injured seriously injured, a 64% reduction from the 1994-98 average baseline.
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Number of road accident casualties. In 2008, 308 people were slightly All slight injuries injured, a 39% reduction from the 1994-98 average baseline.
Will it encourage people to Number of children cycling to Primary school: 2000/01 = 8.3, have a healthier lifestyle? primary/secondary school. 2008/09 = 13.8 Jan 2010 = 0.82% Secondary school: 2000/01 = 21.2, Percentage of total length of 2008/09 = 30.4 Jan 2010 = 3.94 % footpaths and other rights of way which were easy to use by members 2002/3 = 56% (Target = 75%), of the public 2008/09 = 87.6%
Percentage of children travelling to school by car
In 2004/05, there were 24.7% of Spring School children travelling to school by car. Census (Jan 2010) To provide By 2008/09, this had reduced to opportunities Number of schools providing school 20.4%. Jan 2010 Primary 27% for physical travel plans Secondary 14.6% Total 21.7% 14 activity to promote By October 2008, all schools in the healthy Percentage of people walking/cycling borough had School Travel Plans lifestyles to work approved by DSCF.
Percentage people cycling/walking to work in 2001 (ONS) = 1.94% (2.83% England) and walking = 10% (10% England) Will it improve health? Percentage of the population in ‘not 12.1% pop described their health as
good’ health ‘not good’ (Eng = 9.2%) Will it reduce health inequality? English Indices of Deprivation 2004 – 19 of the 22 wards in the Borough Health and Disability Deprivation contain areas that are ranked within Domain the most deprived 20% of wards in
the country in terms of health and disability deprivation (Indices of Deprivation 2004 ODPM)
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15 To maintain Will it maintain and improve access to % Residents surveyed finding it easy % Residents surveyed finding it easy and improve key services? to access key local services to access key local services (MORI) the in 2004: accessibility and quality of key Shopping Centre/Supermarket = 78% services and GP = 78% facilities Hospital = 52% Sports/leisure centre = 59%
Percentage of 5-10 year olds within 99% of the 5-10 year olds have good 15 minutes by walk/public transport of access to a primary school a primary school
Percentage of 11-15 year olds within 89% of 11-15 year olds have good 15 minutes by walk/public transport of access to secondary school a secondary school
Percentage of population within 15 90% of the population have good minutes by walk/public transport of a access to a GP GP
Percentage of population within 30 80% of the population have good minutes by access to a hospital walking/public transport of a hospital
Percentage of total length of 2002/3 = 56% (Target = 75%), footpaths and other rights of way 2008/09 = 87.6% which were easy to use by members of the public
Number of Dial-a-Ride Journeys per 2008. 2008/09 = 492 journeys per week week
Will it maintain and improve the Number of buses with access for 54% of buses operating from Arriva accessibility of public transport? disabled people Depot in Redcar 15% in Whitby Depot, 55% in Stockton Depot
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2003/4 = 6,439,105, 2008/09 = Number of passenger journeys per 5,801,000 year on local bus Services
Number of rail passenger journeys Esk Valley Line – 2003/04 = 22,745, 2008/09 = 48,335 Heritage Line - 2003/04 = 740,353, 2008/09 = 892,626
Percentage of bus stops with up-to- 29% in 2001/2 increased to 90% in date timetables 2008/09
Proportion of rural households within 13 minute walk of an hourly or better 2002/3 = 90%, 2003/4 = 90% bus service 3990 out of 4250 rural households inside time zone (93.9%), 260 out of 4250 outside time zone (6.1%) (2001/02) To Will it encourage the use of Number of new transport schemes encourage sustainable design and construction meeting CEEQUAL standards the use of principles in new transport Needs to be ascertained sustainable development?
and high 16 quality
design in
new development s Will it improve access to jobs? Unemployment levels Unemployment Levels: Redcar and Cleveland = 10.6% North East = 9.6% Great Britain 7.7%. To improve access to Areas with the highest unemployment employment are Grangetown (13.8%) Coatham (11.6%) South Bank (10.7%) National Statistics (NOMIS)
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17 Percentage of people using public Travel to work in Redcar and transport to get to work (Mode of Cleveland: rail = 1.2% (4.23% travel to work statistics) England); bus = 8 % (7.5% England); car = 60.18% (54.9% England); cycle = 1.94% (2.83% England) and walking = 10% (10% England) - information from ONS 2001 Distance travelled to work A higher percentage of people in Redcar and Cleveland travel between 5 and 10km (22.28%) and 10 to20km (22.29%) to work than the percentage for England (18.25% and 15.2% respectively) Percentage of full time jobs in Redcar and Cleveland = 70.5 (NE = 67.6 and GB = 68.1).
Percentage jobs in manufacturing Employee Jobs (18.9%), construction (7%) Service Industries (71.3) and primary industries (2.9%) Source: Annual Business Inquiry 2009 (NOMIS)
Job Density 44,000 jobs in Redcar and Cleveland. Density of jobs to working age population = 0.51. North East = 0.69, Great Britain = 0.79 (Job Density Percentage of working age people 2008) within 20 minutes by walk/public transport of employment 97% of the working age population have good access to employment
To diversify Will it ensure access to Number of business start ups and Of the 1660 VAT based enterprises in the economy employment in rural wards closures in rural wards Redcar and Cleveland 35.8% are 18 of the rural and market towns within East Cleveland (ONS 2001) areas
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Number of planning applications for new and extended business premises in rural wards
Unemployment rates in rural wards Average unemployment rate in East Cleveland: 5.44% (Source: Annual Population Survey 2009, JSU)
Will it promote economic GDP per head (now GVA per head) Redcar and Cleveland GDP £14,321 To support growth? Tees Valley £15,060 North East and facilitate £15,460 UK £20,430 (ONS 2007). economic The figure for Redcar and Cleveland growth and 19 is an estimated calculated by the provide JSU, ONS calculate opportunities figures for South Teesside for
employment
Will it promote the Percentage change in the total VAT registrations: 2008 = 350 development of indigenous number of VAT registered businesses 2007 = 455 Businesses? 2006 = 310
VAT de-registrations: 2008 = 275 2007 = 255 2006 = 240
Growth of businesses by turnover Annual change: 2008: + 75 size and employee Numbers 2007: + 200
2006: + 70
Percentage of small businesses % of small businesses showing (under 50 employees) showing growth: 2007 = 15.2, 2006 = 15, 2005 growth. = 11
Promote tourism 3,025 (7.1%) of the jobs in Redcar and Cleveland are in tourism compared to 8% in the North East
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and 8.1% in GB Will it improve efficiency of Reduce journey times between Needs to be ascertained patterns of movement to transport interchanges and support economic growth? employment areas Teesport is the UK’s second largest
seaport in terms of tonnage. 50
Amount of freight transported rail and millions tonnes of freight passes
water through the port each year. In 1998
67% of freight was bulk liquid cargo http://www.redcar- and 21% was dry bulk cargo cleveland.gov.uk/m
ain.nsf/Web+Full+L In 2004 Teesport handled 53.8 million ist/1D255CB79515 tonnes. Over a million tonnes of C91B80256B8F00 potash and salt are handled each 422152?OpenDocu year. ment
At present no statistics were available for rail freight To improve Will it improve access to % of population within 15 minutes by 98% of the population have good the viability shopping facilities walk/PT of a foodstore access to a foodstore and vitality of 20 town and district centres
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7. Developing Strategic Options
The following section contains a review of the strategic options for development of the Redcar and Cleveland LTP.
7.1. Development of Strategic Options This is the third Local Transport Plan (LTP) to be produced for Redcar and Cleveland. It will cover the period from 2011 to 2021, the first time an LTP has covered a period of 10 years, with both previous plans covering 5 year terms. The plan aims to further build upon the achievements of the second LTP, which was implemented for the period 2006 to 2011, whilst tackling the challenges and issues facing the Borough by delivering improvements in the transportation system.
Two options were identified for development of LTP3. These included: 1. Business as usual – the do nothing scenario 2. Development of the LTP in the context of the Goals and Challenges of ‘Delivering a Sustainable Transport System’ (DaSTS), the objectives of the Boroughs Sustainable Community Strategy, the Council’s Corporate objectives and the national, regional and local policy framework.
7.2. Option 1: Business as Usual – Do Nothing Scenario The Transport Act 2000 gave local authorities a statutory requirement to produce LTPs. The first round LTP was produced for the period 2001 to 2006 while the second round was produced for the period 2006 to 2011. In the first round of LTPs the emphasis was on delivering improvements to, and integrating the different modes of transport (road, rail, buses, walking and cycling) and improving road safety. In the second round LTPs the emphasis was placed on delivering sustainable improvements to economic performance, social inclusion and a better quality of life by linking transport into land use planning or other strategies e.g. education, housing, regeneration and other infrastructure.
Redcar and Cleveland Borough Council has demonstrated clear progress towards the delivery of these objectives in the first 10 years of LTPs. On the basis that the Borough Council continues as usual (e.g. does not implement the third round LTP) it is envisaged that achievements would be maintained and, where possible, improved upon.
However, apart from a statutory responsibility to deliver an LTP, it has been recognised that for LTP3 to build upon and exceed the achievements of the first two LTPs, there is a need to take account of the guidance that has been provided by DfT on the key national issues that need to be supported by local actions. As the main focus of the LTP, the document sets out strategies to address the five national transport goals identified in the strategy document “Delivering a Sustainable Transport System” (DaSTS). These are:
• Reduce Carbon Emissions • Support Economic Growth • Promote Equality of Opportunity • Contribute to Better Safety, Security and Health
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• Improve Quality of Life and a Healthy Natural Environment
7.3. Option 2: Developing the third round LTP in the context of national, regional and local policy frameworks
7.3.1. National Development of the third round Local Transport Plans (LTPs) has been guided by the aim to ‘deliver a sustainable transport system’ through the five key goals listed above, published by the Department for Transport in 2008. The goals and the local challenges for city and regional networks are:
Goal 1 – Reduce Carbon Emissions Deliver quantified reductions in greenhouse gas emissions within cities and regional networks, taking account of cross-network policy measures.
Goal 2 – Support Economic Growth Reduce lost productive time including by maintaining or improving the reliability and predictability of journey times on key local routes for business, commuting and freight Improve the connectivity and access to labour markets of key business centres Deliver the transport improvements required to support the sustainable provision of housing, and in particular the PSA target of increasing supply to 240,000 net additional dwellings per annum 2016 Ensure local transport networks are resistant and adaptable to shocks and impacts such as economic shocks adverse weather, accidents, terrorist attacks and impacts of climate change
Goal 3 – Promote Equality of Opportunity Enhance social inclusion and the regeneration of deprived or remote areas by enabling disadvantaged people to connect with employment opportunities, key local services, social networks and goods through improving accessibility, availability, affordability and acceptability. Contribute to the reduction in the gap between economic growth rates for different English regions
Goal 4 – Contribute to Better Safety, Security and Health Reduce the risk of death, security or injury due to transport accidents. Reduce social and economic costs of transport to public health, including air quality impacts in line with the UK’s European obligations. Improve the health of individuals by encouraging and enabling more physically active travel. Reduce the vulnerability of transport networks to terrorist attack. Reduce crime, fear of crime and anti-social behaviour on city and regional transport networks.
Goal 5 – Improve Quality of Life and a Healthy Natural Environment
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Minimise the impacts of transport on the natural environment, heritage and landscape and seek solutions that deliver long-term environmental benefits. Reduce the number of people and dwellings exposed to high levels of noise from road and rail networks consistent with implementation of Action Plans prepared under the Environmental Noise Directive. Support urban and rural communities by improving the integration of transport into streetscapes and enabling better connections between neighbourhoods and better access to the natural environment. Improve the journey experience of transport users of urban, regional and local networks, including at the interfaces with national networks and international networks.
7.3.2. Regional The key drivers for future spatial planning within the Borough are currently the Regional Spatial Strategy (RSS) and the Redcar and Cleveland Local Development Framework (LDF), which together form the statutory development plan for the Borough.
Regional Planning has played an important role in guiding land use planning for many years. However, in June 2010, the new Government announced that it intends to abolish Regional Planning to allow more decisions to be made locally. The key themes above continue to provide sensible strategic direction for the borough and they have already been incorporated into the adopted Local Development Framework. They are also closely aligned to the priorities of the Sustainable Community Strategy so it is therefore appropriate that they are referred to in LTP3.
The North East of England Plan: Regional Spatial Strategy to 2021 (RSS) was published in July 2008 and incorporates the Regional Transport Strategy. The RSS sets out the regional strategy for sustainable growth based around improving the housing stock, increasing employment opportunities, improving access to facilities and enhancing the environment.
The RSS is based around the delivery of four key themes. These aims are reflected in the LDF and in turn they are addressed by the Council’s long-term transport strategy. The key themes of the RSS and the land use implications for Redcar and Cleveland are as follows:
Delivering Economic Prosperity and Growth Delivering Sustainable Communities Conserving, Enhancing and Capitalising Upon the Regions Diverse Natural and Built Environment, Heritage and Culture Improving Connectivity and Accessibility within and beyond the region
Local The Redcar and Cleveland LDF is aligned to, and forms the spatial delivery mechanism, for Borough’s Sustainable Community Strategy up to 2021. The Core Strategy sets out the over-arching strategic vision for the Borough, including policies relating to the improvement of connectivity within and beyond the Borough. The following policies are particularly relevant to the Local Transport Plan:
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Policy CS1 Securing a Better Quality of Life Policy CS2 Locational Strategy Policies CS3 – CS7 Spatial Strategies Policy CS26 Managing Travel Demand Policy CS27 Improving Accessibility Policy CS28 Sustainable Transport Networks
This Local Transport Plan’s role in complementing the delivery of the Local Development Framework is to: Place emphasis on the transport requirements of new developments in all stages of the planning process; Ensure that accessibility is a key criterion when considering the suitability of development sites, for any land use; Ensure that the application of accessibility imperatives result in appropriate provision of a range of housing, employment and regeneration, health and education initiatives. Ensure that transport links between existing and future areas of housing, employment, education and shopping are well connected by a range of travel modes; and Ensure that sustainable transport modes are considered in the development of site proposals.
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8. Testing the LTP Objectives
Part of Stage B of the SEA process involves testing the LTP objectives against the SEA objectives. This is a preliminary ‘assessment’ of the LTP. It is used as an indicator of consistency and to highlight any areas where there is potential for conflict. The ‘test’ does not include, or take into consideration, any proposals that will be developed under the LTP objectives. The LTP proposals will be subject to a more detailed assessment as part of the SEA process, the findings of which are presented in the following sections of this Environmental Report.
Table 8.1 overleaf summarises the appraisal of the Redcar and Cleveland LTP objectives against the SEA objectives.
The criteria used to test the objectives of the LTP against the SEA objectives comprise:
Objectives are directly compatible (they are same or seek to achieve the same result)
Objectives are compatible
X Objectives have the potential to conflict
- Objectives have no impact on each other
8.1. The LTP objectives
The five key objectives identified for the Redcar and Cleveland LTP are:
Goal 1 – Reduce Carbon Emissions Goal 2 – Support Economic Growth Goal 3 – Promote Equality of Opportunity Goal 4 – Contribute to Better Safety, Security and Health Goal 5 – Improve Quality of Life and a Healthy Natural Environment
8.2. Testing the LTP Objectives
The following points were identified from Table 8.1:
The LTP objectives of improving i) quality of life (goal 5), contributing to better safety, security and health (goal 4) and iii) promoting equality of opportunity (goal 5) are compatible.
There is strong compatibility between the LTP objective of reducing carbon emissions (goal 1) and the SEA objectives
The principal areas of conflict are associated with the LTP objectives of supporting economic growth (goal 2) and the SEA environmental objectives
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(protect the natural and built environment objectives and prudent use of natural resources objectives) regeneration and improved access, which may involve future infrastructure developments and construction activities There is also potential conflict between the LTP objective of supporting economic growth and the SEA objectives to protect and improve air quality and to reduce the causes of climate change due to possible future increases in the levels of traffic The LTP objective to support economic growth however is strongly compatible with the SEA core themes of community support and involvement, and supporting the economy Supporting economic growth is also compatible with the specific SEA objectives to maximise the reuse of previously developed land and to support and facilitate economic growth The LTP objectives relating to equality of opportunity and contributing to better health are also directly compatible with each of the SEA ‘accessibility’ objectives
Table 8.1 is provided overleaf.
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Table 8.1: Testing the Redcar and Cleveland LTP objectives against the SEA objectives LTP objectives
SEA objectives Comments health growth growth Support Promote economic emissions equality of opportunity of life a and securityand environment better safety, Contribute to healthy natural Improvequality Reduce Carbon Core theme: Protect the Natural and Built Environment Land take, earth movements and the use of construction machinery associated with any objective that may involve the development, construction or expansion of transport and other economic infrastructure has the potential to disturb, fragment or damage habitats and therefore potentially conflicts with objectives to protect and enhance biodiversity and geodiversity, whether these are existing highways or development on greenfield / brownfield sites. To protect and enhance The potential effects of the expansion of Teesport on the biodiversity and X - - statutorily protected Tees Mouth and Cleveland Coast SPA geodiversity and Ramsar Site need to be taken into consideration. In pursuing the reduction of carbon emissions through reduced travel and sustainable forms of transport, there is the potential for positive impacts on biodiversity. By promoting healthier communities the LTP will encourage walking and cycling as alternative modes of transport. This will help improve local air quality which will have indirect effects on improving biodiversity.
To protect and Regeneration and developing transport infrastructure may enhance the involve utilisation and therefore removal of previously quality and developed land (PDL), which at present causes blight on the distinctiveness of landscape. Urban regeneration also has the potential to the area’s - - improve the urban streetscapes and townscape within the landscapes and neighbourhoods. These objectives are therefore compatible. open spaces, townscapes and There is potential that by improving access to employment,
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LTP objectives
SEA objectives Comments health growth growth Support Promote economic emissions equality of opportunity of life a and securityand environment better safety, Contribute to healthy natural Improvequality Reduce Carbon streetscapes more people will use public transport therefore helping to reduce congestion, which in turn will also improve the quality of the landscape, streetscape and townscape by removing visual intrusion of congestion. Improving access to public open space and the countryside in support of promoting healthier communities will have a positive effect the landscape and quality of public open spaces.
Using transport and accessibility to lift our town centres and streetscapes through increasing numbers of people visiting, shopping etc can lead to positive improvements.
There is potential for transport developments or modification/road widening schemes associated with the To preserve, objectives to support economic growth and promoting equality protect and of opportunity to disturb, damage or destroy sites and features enhance of archaeological, historical and cultural importance. However buildings, sites, there is an opportunity for improving access to these features and sites/features so that awareness can be raised and their areas of X - X potential use for educational purposes. By promoting healthier archaeological, communities the LTP will encourage walking and cycling as historical and alternative modes of transport. This will help improve local air architectural quality (as will reducing carbon emissions through better interest and travel choices) which will help in the preservation of listed diversity buildings and other buildings of architectural importance and diversity
Core Theme: Prudent Use of Natural Resources To protect and The future implications of supporting economic growth in improve local air X - terms of increased traffic generation and associated
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LTP objectives
SEA objectives Comments health growth growth Support Promote economic emissions equality of opportunity of life a and securityand environment better safety, Contribute to healthy natural Improvequality Reduce Carbon quality congestion need to be taken into consideration within the LTP due to the adverse effects that traffic and congestion have on the air quality.
Both objectives to improve equality of opportunity, reducing carbon emissions and to promote healthy communities, will have positive effects on local air quality by reducing the need to travel by car by encouraging the use of less polluting modes of transport (public transport, walking and cycling)
To protect and There is potential for the disturbance of PDL and potentially improve the contaminated land associated with regeneration and quality of all developments to support economic growth to cause the controlled waters contamination of water (river, ground and sea). Initiatives to promote healthier lifestyles and access to the natural - X - - environment have the potential to increase peoples awareness of the environment and could lead to increasing peoples understanding of the need to better protect the environment.
To reduce the There is a potential when creating economic growth (such as causes of adverse the expansion of Teesport), to increase the amount of freight climate change transported by water. Opportunities for improving rail links to Teesport also need to be taken into consideration to further X - - promote the modal shift in freight transport from road and air to rail and water, which will help to reduce CO2 emission from transport.
The effect of regeneration on increased traffic generation in the future does however need to be taken into consideration
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LTP objectives
SEA objectives Comments health growth growth Support Promote economic emissions equality of opportunity of life a and securityand environment better safety, Contribute to healthy natural Improvequality Reduce Carbon to avoid conflict with this climate change objective. As with local air quality, improved access to employment and the promotion of healthier communities will help reduce the need to travel by car thereby helping to reduce CO2 emissions
To minimise the There is potential for the development/expansion of transport risk of flooding infrastructure associated with regeneration and improvements in access to increase the risk of flooding. Impermeable surfaces associated with transport infrastructure may, if located within floodplains, serve to reduce the capacity of that X - - - floodplain to retain water. An increase in ‘hard’ impermeable surfaces can also serve to increase the rate and quantity of surface water runoff, which can increase the risk of ‘flash’ flooding. The potential for flooding needs to be considered in the LTP.
To reduce the There is an opportunity for the LTP to encourage/promote the amount of waste use of local materials and recycled aggregates in new produced and transport schemes. The potential for the use of local and increase the recycled materials needs to be considered in the LTP amount recycled, X - - - reused and recovered
To promote the The LTP objective to promote economic growth is compatible re-use of with this SEA objective, as it will involve the ‘regeneration’ of previously previously developed land. The LTP needs to take into developed land consideration the potential for future traffic levels associated with regeneration putting pressure on open space (construction of new transport infrastructure to meet the traffic
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LTP objectives
SEA objectives Comments health growth growth Support Promote economic emissions equality of opportunity of life a and securityand environment better safety, Contribute to healthy natural Improvequality Reduce Carbon demand).
Using PDL in transport schemes could provide greater access to communities, improve the quality of life of those communities and improve the environment.
Core Theme: Community Support and Involvement To promote social The LTP objectives to support economic growth and promote inclusion equality of opportunity are compatible with the SEA objective to promote social inclusion as improved access and opportunities are an important factor in creating sustainable and socially inclusive communities. Improved road safety will - make it easier for people to reach local services and town/district centres and will improve the confidence of local people for moving around the community. Improved health will also have positive effects on social inclusion
To ensure that the Transport has a role to play in local housing need in being housing needs able to provide vital infrastructure and accessibility to and aspirations of communities and services required by local people. The the community availability of public transport is crucial to the viability of new are met locally housing in meeting objectives on reducing carbon emissions, protecting the environment and providing accessibility. To enable the Transport has a role to play in supporting the success of local development of services such as educational facilities in being able to provide new and improved vital infrastructure and accessibility to communities and educational X - educational services required by local people. The availability facilities of public transport is crucial to the viability of new educational facilities in meeting objectives on reducing carbon emissions,
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LTP objectives
SEA objectives Comments health growth growth Support Promote economic emissions equality of opportunity of life a and securityand environment better safety, Contribute to healthy natural Improvequality Reduce Carbon protecting the environment and providing accessibility.
To create safe By supporting economic growth the LTP can help improve the communities quality of local communities/neighbourhoods. This will have a positive effect on improving the safety of those communities. By improving road safety the LTP will positively improve the safety of places to live and work. Improved cycleways and footpaths (well lit and good quality), as well as promoting healthy communities, will also help to improve the safety of neighbourhoods and employment areas. Reductions in - congestion, improved roadside parking and increased use of public transport can also help to improve the community safety, as well as leading to a direct reduction in carbon emissions. The LTP needs to consider improving access to, and links between (and the safety of these links), areas of open space to help increase the use of these areas and to reduce the current pattern of neglect and abandonment
To provide By delivering transport schemes and promoting alternatives to opportunities for the private car, the LTP can help improve the quality of local physical activity to communities/neighbourhoods and improve the health of promote healthy individuals within those communities. Improved cycleways lifestyles and footpaths (well lit and good quality), improving accessibility to areas of open space will help increase the use of these areas and lead to the improved health and quality of communities To maintain and In addition to the objectives related specifically to promoting improve the equality of opportunity, there is a potential for improved road accessibility and safety to help improve access to key services and facilities, as quality of key dangerous/unsafe roads can sometimes act as barriers to
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LTP objectives
SEA objectives Comments health growth growth Support Promote economic emissions equality of opportunity of life a and securityand environment better safety, Contribute to healthy natural Improvequality Reduce Carbon services and movement (community severance). Supporting the economic facilities growth of the urban core will help improve the availability and therefore the accessibility of services and facilities to those communities suffering the highest levels of social deprivation, as well as potentially reducing the number of journeys leading to a reduction in carbon emissions
To encourage the The LTP needs to take into consideration the ‘sustainability’ of use of sustainable transport schemes and the transport infrastructure to ensure and high quality that can accommodate the demands of future ‘traffic levels’ design in new that may be generated as a result of increasing economic developments X - growth. Transport developments also need to take account of ‘ sustainable construction techniques’ and look to reduce the emissions created by development
Core Theme: Support the Economy To improve The LTP needs to ensure that the areas of regeneration access to (future sources of employment) are accessible to both employment employers and employees who live either outside or within the Borough of Redcar and Cleveland. Access between the more deprived communities that have high unemployment rates and a high proportion households without a private car, and regeneration areas (employment) is very important. There is X also the potential for regeneration to increase the opportunities for ‘work based learning’ emphasising the importance for these areas to be accessible to all. Improved road safety will help improve the access of employment and training to members of communities where road safety was a barrier to movement. There is a small potential for increased number of journeys leading to an increase in carbon
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LTP objectives
SEA objectives Comments health growth growth Support Promote economic emissions equality of opportunity of life a and securityand environment better safety, Contribute to healthy natural Improvequality Reduce Carbon emissions
To diversify the By improving access to employment (rural and urban) through economy of the supporting economic growth (availability of jobs) and rural areas improving public transport, cycling and walking, the LTP can encourage the start up of smaller businesses who may have more dependence on the local workforce. This will help improve the diversity of the economy of rural and urban areas. The LTP needs to take into consideration the importance of the tourism industry in strengthening the economic base in Redcar and Cleveland
To support and By promoting regeneration and improving access to facilitate employment, visitor attractions, open space etc through the economic growth provision of safe, affordable and reliable transport, the LTP and provide will help in supporting and promoting economic growth. The opportunities for X X only conflict of increasing the availability of journeys would be employment the increase in carbon emissions thus the LTP should look to promote sustainable transport wherever possible
To improve the By supporting economic growth, the LTP will help to improve viability and the attractiveness of the town and district centres to workers, vitality of town shoppers and visitors through providing increased and district accessibility. This will have a positive effects on the vitality centres and viability of town and district centres and could lead to more localised journeys for services
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9. Assessing the effects of the LTP
This section of the SEA Environmental Report presents the results of the assessment of the Redcar and Cleveland LTP. This section is split into three main sub-sections:
1. Contents of the LTP
2. Method used to assess the effects of the LTP
3. Results of the assessment of the effects of the LTP
9.1. Contents of the Redcar and Cleveland LTP The LTP is split into ten chapters:
Chapter 1: Introduction Chapter 2: Tees Valley Sub Regional Context Chapter 3: Redcar and Cleveland Local Context and Vision Chapter 4: The reduction of carbon emissions Chapter 5: Supporting economic growth Chapter 6: Promoting equality of opportunity Chapter 7: Contributing to better safety, security and health Chapter 8: Improving Quality of Life and a Healthy Natural Environment Chapter 9: LTP performance monitoring Chapter 10: LTP Implementation
Chapters 1, 2 and 3, the introduction, sub regional strategic context and local context and vision, set out the background and context for development of LTP3 transport strategy and programme for the Borough over the next ten years.
Chapters 4 to 8 set the background, and identify problems and opportunities for transport in Redcar and Cleveland, in the context of the five LTP3 objectives that are aligned with the DaSTS goals, including Quality of Life. Each of the Chapters 4 to 8, present a strategy for delivering each of the shared priorities and a set of initiatives for implementing the strategy.
Chapter 9 presents the indicators and targets that will be used to monitor the progress of LTP3 throughout the ten year LTP period (2011 to 2021). For LTP2, DfT identified a set of fourteen mandatory indicators that were obligatory for Redcar and Cleveland however for LTP3, the Department for Transport have not yet taken a decision on local authority performance policy. Authorities are advised to take account of Government policy on this issue as it emerges and, meanwhile, authorities should consider which indicators are most important for their own communities.
Therefore a set of indicators with targets will be established for the submission of LTP3. Targets will be established for the indicators, with an indication provided of how these have been determined and the works to be undertaken to achieve them.
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The targets will be set to be challenging while being realistic about how much change can be achieved.
Chapter 10, the implementation programme contains a brief summary of the proposed programme of schemes and initiatives that have been identified implementation during the LTP period. In addition to the major initiatives presented in Chapter 10, Redcar and Cleveland Borough Council will continue to develop and deliver their existing programme of minor schemes developed to maintain and make best use of their existing assets and promote safe and sustainable travel.
9.1.1. Appraisal Matrices
The results of the SEA have been recorded in a series of matrices. These include an Assessment Matrix and Summary Matrix. The Assessment Matrix (Appendix 5) includes results from the prediction and evaluation (significance) of the effects of the LTP. The Summary Matrix (presented in section 9.3) contains the results of the evaluation of the effects (significance) only. The Summary Matrix also contains comments about the results of the assessment.
9.2. Assessing the Effects of the LTP
The purpose of this stage of the SEA process is to predict and evaluate the effects of the overall delivery plan presented in LTP3 on the environment, population and local economy.
The appraisal process developed for the SEA of the Redcar and Cleveland LTP involves three phases. These phases include:
1. Predicting the effects of implementing each of the key initiatives in LTP3 on the environment, population and local economy 2. Determining the importance of the receptors 3. Evaluating the significance of the effects of implementing each of the LTP initiatives on the SEA objectives
9.2.1. Predicting the effects of the LTP The first phase involved in the assessment of the effects of LTP3 on the environment, population and local economy is to predict what the effects will be. The prediction of an effect will either be quantitative or subjective depending on the type of baseline information that is available and the nature of the effect.
The prediction of the effects of this LTP involves identification of how the baseline situation will change following implementation of the LTP policies. The predicted effects on the baseline are determined by comparing how the baseline would change with the LTP compared to the ‘do nothing’ scenario (how the baseline would change in absence of the LTP).
The predicted changes in the baseline that would arise from implementation of the LTP are then described in terms of the magnitude of the effects and direction of change. Magnitude is a combined measure of the geographical scale of the effect;
Page 62 of 83 Local Transport 3: Strategic Environmental Assessment – Environmental Report (draft) the probability of the effect, the duration of the effect; whether changes in the baseline are permanent or temporary, reversible or irreversible, direct or indirect; the frequency of the effects and the rate of change. Direction of change is measured as positive, negative or neutral.
Effect Magnitude
For the purpose of this SEA, the magnitude of the predicted effect is measured as negligible, minor, moderate or major. The following is a summary of how the magnitude of the predicted effect is determined:
Magnitude Description No measurable effect on the baseline. Effects would be one or Negligible more of the following: possible, community/local, short term, temporary, indirect Slight measurable change in the baseline. Effects would be one or Minor more of the following: likely, community/local, short term, temporary, direct or indirect Measurable change in the baseline. Effects would be one or more Moderate of the following: definite, local/borough, medium term, semi permanent or temporary, direct or indirect, reversible Substantial measurable change in the baseline. Effects would be one or more of the following: definite, Major borough/regional/national/European, long term, permanent, direct, irreversible
The terms used to describe effect magnitude, above, relate to the following descriptions of the predicted effects that the LTP policy options may potentially have on the environment, local population and economy.
Predicted Effect Description Probability Definite Likely Possible Community (settlement/town) Local (Borough of Redcar Geographical Scale and Cleveland) Regional (North East of England) National (UK) European or International Short (2 to 5 years) Medium (6 to 10 years) Long (11+ Duration years) Permanent Temporary Permanence Reversible Irreversible Frequency Frequent Rare Cause/effect Direct Indirect relationship
9.2.2. Importance of the Receptors
To enable an evaluation of the significance of the effects of the LTP policy options, the importance of receptors must be identified. The following criteria have been developed to describe the importance of the receptors.
Importance Description
Page 63 of 83 Local Transport 3: Strategic Environmental Assessment – Environmental Report (draft) of Receptors No statutory recognition/designations, not sensitive to change, not Low vulnerable, minor influence on human health, quality of life and/or local environment Local recognition/designation, sensitive to change, has moderate Medium effects human health, quality of life and/or local environment International, national or regional statutory recognition/designation, High highly sensitive to change, vulnerable, has a major effect on human health, quality of life and/or local environment
9.2.3. Evaluating the Effects of LTP3 (Significance)
Once the effects of the LTP have been predicted, the significance of those effects must be determined. The significance of effects depends on the magnitude of the effect in relation to the importance of the receptors (receiving environment). As with the effect prediction, the measure of significance should be quantified where possible, or a subjective judgement should be made if necessary.
The following matrix was developed to determine the significance of the effects that the LTP would have on the environment, local population and economy.
Sensitivity of Effect Magnitude the Receiving Negligible Minor Moderate Major Environment Not Not Not Low Significant Significant Significant Significant Not Not Medium Significant Highly Significant Significant Significant Not Highly High Significant Highly Significant Significant Significant
9.2.4. Presenting the Results of the Assessment
It is important to take into consideration, at the assessment stage, what the findings of the assessment are to be used for. The SEA is a public document therefore the results of the assessment have to be clear and easy to understand. It is also important to remember that the results from the SEA are to be used to inform the development of the LTP. The findings therefore must be clearly presented and illustrate to the LTP authors exactly what the key issues are (significant effects).
Effect Magnitude
The following key has been used in the Assessment Matrix, presented in Appendix 5, to illustrate the results of the prediction of the effects that implementation of the LTP would have on the environment, local population and economy.
Description of Magnitude:
Neg = Negligible level of magnitude Min = Minor level of magnitude
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Mod = Moderate level of magnitude Maj = Major level of magnitude
Direction of Change:
Positive effect
Negative effect
Not applicable or no effect
Effect Significance
The following symbols have been used in the Summary Matrix (Table 9.1) to illustrate the evaluation (significance) of the effects of the implementation of the LTP.
The option will have a highly significant, positive effect
The option will have a significant, positive effect
? There is uncertainty over the effect • The effect of the option is not significant
- There is no effect/ the option is not applicable
X The option will have a significant, negative effect
XX The option will have a highly significant, negative effect
D Depends on implementation of initiative
9.2.5. Assumptions
To assist with the assessment process, the SEA of Redcar and Cleveland’s LTP3 took into account a number of assumptions that are based on the delivery and implementation of the LTP. These assumptions include:
1. All new transport developments and modification/improvement schemes will be subject to an EIA where required. Where an EIA is not required all new developments will be carried out in accordance with current environmental protection standards, construction codes of practice, good practice guidance notes and will take into consideration the sensitivity of the receiving environment
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2. All new transport developments and modification/improvement schemes will be of a sustainable and high quality design and will be appropriate to the location. New transport schemes will also be designed, where appropriate, to include measures to enhance local biodiversity, local distinctiveness, the urban townscapes and streetscapes and improve sense of place. All new transport schemes will also be designed to protect and enhance the quality of the historic environment, conservation areas and their settings.
3. All new transport developments and modification/improvement schemes will be assessed to determine whether there will be any significant adverse effects on groundwater quality
4. Implementation of new transport developments and modification / improvement schemes will take into consideration the findings of the ‘Strategic Flood Risk Assessment’ to minimise the risk of flooding
5. The Council will encourage the implementation of SUDS (Sustainable Urban Drainage Schemes) in all new developments
6. Where new developments (housing and economic) may stimulate increases in road traffic, traffic management schemes will be implemented to minimise congestion and local air pollution.
7. New transport developments and modification / improvements schemes will use land efficiently and support the regeneration of previously developed land
9.2.6. Mitigation Measures
A series of mitigation measures have been developed to reduce, prevent or minimise any significant adverse effects that implementation of the LTP may have on the environmental, local population or economy. Opportunities for environmental or sustainability enhancements have also been identified. The mitigation measures and environmental enhancements are discussed in detail in Section 10 of this report.
The recommendations for mitigation include both proactive measures, e.g. actions to be taken prior to implementation of the LTP, and reactive measures e.g. actions to be taken following implementation of LTP. In the case of the LTP 1 recommendations for mitigation may include :
Changes to the LTP as a whole Deletion or refinement of policies or proposals Addition of new policies or proposals Refinements to policy criteria to enhance positive effects or avoid, reduce, or offset negative effects Technical measures to be applied during the implementation stage e.g. buffer zones, application of design principles Identification of areas (projects) where an Environmental Impact Assessment (EIA) may be necessary Proposals for changes to other plans and programmes
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9.3. Results of the assessments
The results of the assessment of the Redcar and Cleveland LTP are presented in the Assessment Matrix (Appendix 5). The results are summarised in the following Summary Matrix (Table 9.1).
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10. Incorporating results of the SEA into the LTP
10.1. Incorporating the results of the SEA into the LTP This SEA has been carried out in parallel to, and has informed the development of the Redcar and Cleveland LTP. Consultation and information exchange between the SEA author and the authors of the LTP has occurred at various different stages during the assessment process, and consultation has also been carried out with statutory consultees.
Informing development of the LTP (Proactive Mitigation)
As required by the Transport Act 2000, Redcar and Cleveland Borough Council has commenced work on the preparation of their third round LTP for adoption in March 2011.
Redcar and Cleveland’s LTP3, for which this SEA has been undertaken, contains a number of proposed schemes and initiatives that have been identified for implementation during the LTP period (2011 to 2021). The schemes and initiatives include both possible major transport schemes e.g. supporting the Teesport Expansion and the Tees Valley Metro Project and a number of smaller schemes and initiatives aimed at improving transport throughout the Borough.
The schemes and initiatives presented in the provisional LTP will be informed by the expected levels of capital funding in the early years of the LTP period. The programme of schemes and initiatives set out in the final LTP will comprise a prioritised programme to deliver the best possible value for the indicated capital funding levels. The programme of schemes and initiatives will therefore be finalised and prioritised once the levels of funding are confirmed and following a further round of public and stakeholder consultation.
The results of the SEA have been used to identify whether the proposed programme of schemes and initiatives, presented in the plan, is environmentally, socially and economically acceptable. The results of the SEA process will be used to inform development of the Final LTP3 by assisting with the prioritisation of the programme of schemes and initiatives.
This final Environmental Report will then be reviewed and updated to incorporate responses from consultation with the public and stakeholders, and to record how the SEA process has assisted with the prioritisation of the programme of schemes and initiatives.
Recommendations for Environmental Protection and Enhancement (Reactive Mitigation)
In addition to informing the production of the LTP and assisting with the prioritisation of the programme of schemes and initiatives, the SEA process will be used to develop measures that will prevent, offset or reduce any potential adverse effects that implementation of the schemes and initiatives presented in the LTP may have
Page 68 of 83 Local Transport 3: Strategic Environmental Assessment – Environmental Report (draft) on the environment (reactive mitigation). The SEA has also identified opportunities for environmental enhancement.
The LTP3 contains a variety of strategic spatially referenced and non spatially referenced schemes and initiatives. The schemes that have an element of spatial referencing include the proposals for the Teesport Expansion and the Tees Valley Light Rapid Transit (LRT) Scheme.
The schemes and initiatives without spatial reference include, for example, development of intelligent transport systems; increased adoption of school travel plans; review of bus services and facilities; cycle training; encouraging walking and cycling as alternative modes of transport; and promoting high quality infrastructure design and maintenance.
It has been identified as part of the SEA process that the lack of spatial reference associated with some of the schemes and initiatives potentially reduces the accuracy by which their effect on the environment can be predicted and evaluated. Without knowing the exact area that will be affected by a scheme or initiative it is difficult to accurately determine the sensitivity of the receiving environment that will be affected by that scheme or initiative. It is also difficult to determine exactly how the baseline situation will be affected by the scheme or initiative as site-specific baseline information will be unknown.
Some of the results of the SEA have therefore been based upon a detailed understanding of the characteristics of the Borough of Redcar and Cleveland as a whole, and an understanding of how the schemes and initiatives presented in the LTP will be implemented. The results do not identify whether a non spatially referenced scheme will have a direct effect on, for example, a wildlife site, as it is not known at this stage whether the scheme or initiative will be implemented in a location where there is a wildlife site.
Due to the level of uncertainty surrounding the assessment of the potential effects of the some of the schemes and initiatives on the environment, local population and economy, it is not practical to develop specific mitigation measure which relate to these schemes and initiatives. However it is possible to develop general mitigation measures, and identify opportunities for environmental enhancements that can be incorporated into the scheme or initiatives at the implementation stage to ensure that there are no significant adverse effects on the environment, and that enhancement is sought where possible.
For the schemes that do have an element of spatial referencing, as identified previously, it is possible to determine the baseline characteristics of the area that will be affected by those schemes. It has been identified that the role of the SEA is to highlight where a scheme or initiative may have potentially significant adverse effects on the environment and to recommend modifications to the scheme, if sufficient information is available, or to suggested measures that can be implemented at the development design/implementation stage to ensure that the scheme does not give rise to any adverse effects.
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The following mitigation measures have been developed for both spatially referenced and non spatially referenced schemes and initiatives to ensure that, at the implementation stage any adverse effects are prevented, reduced or minimised and environmental enhancement are incorporated where possible.
BIODIVERSITY AND GEODIVERSITY Protection All schemes that will affect the River Tees or Tees Estuary will be subject to an Environmental Impacts Assessments (EIA) and, due to the designation of the Tees Mouth and Cleveland Coast as a Special Protection Area (SPA) and RAMSAR Site will be subject to an appropriate assessment.
Scheme or initiatives that are likely to affect a SSSI, will be subject to a screening exercise prior to development to determine whether the development will be subject to a formal Environmental Impact Assessment (EIA)
Appropriate surveys will be carried out where there is potential for a schemes or initiative to have an adverse effect on protected species or priority BAP species
Appropriate surveys will be carried out where there is potential for a schemes or initiative to have an adverse effect on priority BAP habitats or sites of local or county level wildlife importance
Appropriate surveys will be carried out where there is potential for schemes or initiative to have an adverse effect on badgers as required under the Badger Act 1992.
Enhancement Biodiversity and geodiversity enhancements will be implemented where appropriate e.g. use of wildflower mixes on grass verges and in other landscape schemes, use of native tree species in landscape schemes, creation of new habitats for protected species e.g. ponds (great crested newts), and the creation of ‘green ways’ and wildlife corridors along footpaths and cycleways, to encourage the movements of species
LANDSCAPE Landscape assessment will be carried out for large schemes (as part of the EIA) to determine the exact effect of the scheme on landscape character, quality and key landscape features
High quality design and construction principles will be applied to all new developments and scheme involving modifications and improvements
All schemes will be appropriately designed for the location
All schemes will be maintained to ensure that they remain in good condition
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Landscaping schemes will be implemented in sensitive landscape areas
All schemes will retain key landscape features (e.g. footpaths, hedgerows, trees) where possible
Where key landscape features have to be removed/modified or landscape character will be temporarily altered Landscape Management Plans will be produced highlighting how the affected areas will be restored, replaced and enhanced
All landscape schemes will incorporate biodiversity enhancements where appropriate e.g. use of native species, creation of greenways and green networks.
The LTP will improve the quality and appropriateness of street furniture (e.g. bins), lighting, public transport facilities and signage to ensure that they are appropriate to the location and do not have a negative effect on streetscape
Reduce parking on grass verges and footpaths to improve the appearance of streetscapes
Improve and maintain the quality of existing roads, footpaths and cycleway
Ensure that all new transport schemes in conservation areas of a high quality and are appropriate to the character of the conservation area and its setting
Ensure that pedestrianised areas are of a high quality design that enhances the appearance of location
Ensure streetscape improvements, where possible incorporate measures to protect and enhance biodiversity e.g. ensure that street lighting schemes do not have adverse effects on bats; identify opportunities for the creation of habitats in pedestrianisation schemes; or create greenways along new and existing public rights of way.
Ensure that planning and transport policy is worked together to ensure that new development in rural areas is appropriate, needed and linked with improved accessibility to local services to reduce the need to travel
CULTURAL HERITAGE
Surveys will be undertaken prior to the implementation of a scheme to determine the whether it will effect sites or areas of archaeological importance
New transport schemes that are likely to generate an increase in traffic (road or rail) will be assessed prior to installation to determine whether the vibrations that would be generated from the traffic would have the potential to cause damage to listed buildings. Where the levels of vibration would have adverse effects on a listed building the scheme may require modification or removal.
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Adverse effects on the character and quality of conservation areas will be avoided or reduced by improving the quality, design and appropriateness of street furniture, lighting, road signs, safety features, public transport facilities (bus stops) and by reducing street clutter. Improvements to the quality and design of new and existing highways, footpaths and cycleways will also have positive effects on the character and quality of conservation areas
By reducing congestion the LTP will also have a positive effect on the character and quality of conservation areas by reducing or removing the intrusion of road traffic
LOCAL AIR QUALITY AND CLIMATE CHANGE
Achieve the aims of the Tees valley Air Quality Management Strategy and meet the target to not declare any Air Quality Management Areas,
Achieve the targets set for reducing carbon emissions from transport under NI 185 (CO2 emissions from local authority operations) and NI 186 (per capita CO2 emissions from the LA area)
Improve provisions for walking and cycling and improve the accessibility and efficiency of public transport, including deliver the objectives of the Rights of Way Improvement Plan
Work in partnership with Redcar and Cleveland Planning department to ensure public transport improvements and infrastructure improvements target areas of highest demand/greatest need
Ensure that annual traffic monitoring is carried out to identify areas of traffic increase and congestion as they develop so that appropriate measures can be taken to reduce congestion and manage traffic growth as it occurs
Ensure that the schemes to improve rail freight capacity are implemented effectively to promote rail as an attractive and viable alternative mode of transport for moving freight
Ensure that freight transport is managed appropriately to ensure that any increases in road freight generated by increased economic growth and an increased capacity of Teesport do not have any adverse effects on air quality and climate change
WATER QUALITY
Ensure that all new transport schemes and transport improvement works involving construction activities adhere to appropriate Environmental Protection Standards, Good Codes of Practice, Construction Principles and design guides to ensure that the correct measures are implemented to prevent the pollution of surface water and groundwater
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Ensure all new transport schemes and transport improvement works will implement appropriate measures to minimise pollution from surface water runoff e.g. oil separators and silt traps
Where new transport schemes and transport improvement works are likely to cause disturbance to contaminated land, advice will be sought from Redcar and Cleveland Environmental Health Service and current guidance presented in Planning Policy Statement 23 (PPS23) Planning and Pollution Control, prior to development. Where necessary PPC (Pollution Prevention Control) Permits will be obtained from the Environment Agency.
In areas where there are high water tables (e.g. Redcar Town) surveys will be required prior to the implementation of schemes involving construction activities to ensure that the there are no breaches of the groundwater and there are not future risks of groundwater pollution from road drainage schemes
FLOOD RISK
In accordance with PPG 25 Development and Flood Risk, and on advice of the Environment Agency, Flood Risk Assessments will be carried out for all new schemes and transport infrastructure improvements that are to be located in ‘flood risk zones 2 or 3’ or by their nature have to the potential to cause flooding.
All new transport schemes and transport infrastructure schemes that are located in coastal areas will be assessed prior to implementation to ensure that they do not compromise existing coastal flood defences and do not prevent the installation of future coastal flood defences.
All new transport schemes and transport infrastructure schemes that are located in coastal areas will be assess prior to installation to ensure that they will not increase risk, or current rates of coastal erosion
The Council will promote the implementation of Sustainable Urban Drainage Schemes (SUDS) in all new transport developments
The Council will continue installing surface water filtration drains as part of its highways maintenance and improvements works
PREVIOUSLY DEVELOPED LAND
The LTP will work in partnership with Redcar and Cleveland Planning Department to ensure that the all new developments located on areas of previously developed land are accessible by public transport
The LTP will investigate the implementation of schemes that will encourage and support future economic growth and the reuse of previously developed land
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Where new transport schemes and transport improvement works are likely to cause disturbance to contaminated land, advice will be sought from Redcar and Cleveland Environmental Health Department and current guidance presented in Planning Policy Statement 25 (PPS25) Planning and Pollution Control prior to development. Where necessary PPC (Pollution Prevention Control) Permits must be obtained from the Environment Agency
All new transport schemes and transport infrastructure that are located in Critical Drainage Areas will be assessed to ensure that risk from surface water flooding is not increased
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11. Monitoring Framework
This section of the Environmental Report presents the aims and methods that have been proposed for monitoring the implementation of the Redcar and Cleveland LTP.
11.1. Monitoring Monitoring is an ongoing process that is undertaken continuously for the duration of the LTPs implementation. Monitoring is a means of checking whether the LTP is performing as predicted by measuring how the baseline situation (summarised in Section 6) changes following implementation of the LTP.
11.2. Importance of Monitoring Monitoring is important for identifying whether the LTP is having an adverse effect on the environment or the objectives of sustainability. In the event that adverse effects are identified then these need to be addressed. Redcar and Cleveland Borough Council should be able to produce contingency measures to address any adverse effects through implementation of the mitigation measures suggested in Section 10 of this Environmental Report. Future reviews of the LTP and other relevant plans must take into account any adverse effects or trends identified during monitoring so that future policies, proposals or strategies can either be deleted or modified accordingly.
Under the Transport Act 2000 there is a requirement for the LTP to be annually reviewed, with the production of an Annual Progress Report (APR). Monitoring should be carried out in conjunction with production of the APR so that any adverse effects can be identified at the earliest opportunity. A number of the indicators developed for the SEA (presented in Table 6.1) relate to the LTP indictors and targets contained within the APR. Similar SEA and LTP indictors should therefore be measured and evaluated at the same time to avoid duplication of work.
In addition to the identification of adverse effects of the LTP following its implementation, monitoring is also important for obtaining information to fill any gaps in the baseline; reducing uncertainties; and test the accuracy of all of the predictions. Monitoring can be used to obtain information where the LTP is having positive effects on the environment and the objectives of sustainability. Information about these positive effects can then be used to enhance the performance of future plans, policies and strategies.
11.3. How to monitor Monitoring usually involves the use of indicators or targets. An ‘indicator’ is a measure of how the ‘baseline’ has changed. Given that SEA indicators are used to monitor whether the LTP scheme and initiatives are performing as predicted they are usually based upon information that will be directly affected by the implementation of the LTP.
The methods used for monitoring vary according to the type of indicators that are being used. SEA indicators selected for monitoring the Redcar and Cleveland LTP comprise both quantitative (facts and figures) and qualitative (descriptive) information.
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Changes in quantitative information (facts and figures) can be measured through the use of data capture, interrogation and management systems. However, it is important that the interpretation of the quantitative ‘data’ accurately represents what is happening on the ground, as ‘numbers’ can sometimes be misleading.
Qualitative data is generally harder to measure as it relies upon ‘expert judgement’ to determine whether there as been a change in the baseline situation, what that change is and whether it is as predicted. Given that monitoring is undertaken over a long period of time there is potential that the individuals involved in the monitoring process will change during that time period. It is therefore important that the individuals responsible for measuring changes in a qualitative dataset e.g. landscape quality record the criteria used to form any ‘judgement’ that is made. This will ensure that the ‘evidence’ to support the judgement is recorded and will help add consistency to the monitoring process.
11.4. The Monitoring Framework Whilst there is a vast range of information available for use as SEA indicators, a large proportion of this information e.g. the condition of Sites of Special Scientific Interest (SSSIs) may potentially be subject to change from ‘external’ factors that are unrelated to the LTP e.g. farming practices. Also, with regard to Nationally, European or Internationally designated sites, by virtue of their status, they are already protected against any development (land use planning related or not) that would have significant adverse effects on their condition or integrity.
It has been identified that the use of SEA indicators that would also be subject to change from external influences (not related to the LTP) could result in a misinterpretation of the effects that the implementation of the LTP is having on the environment, local population or economy.
Therefore it has been suggested that for the purpose of monitoring the implementation of the LTP only information that would be directly affected by the LTP should be used as SEA ‘indicators’. The most appropriate SEA indicators for monitoring the LTP have been identified as the relevant LTP indictors and targets contained within the APR.
However, to ensure that the monitoring framework can be used to effectively identify any unforeseen, adverse effects that implementation of the LTP has on the environment, local population and economy, all information presented as the ‘baseline’ will be subject to an annual or two yearly reviews and update. Any changes identified as part of the ‘baseline’ review will then be analysed to determine the cause of the change. Those changes that have occurred as a result of implementation of the LTP will be addressed appropriately. Any other, non LTP, causes of change that are identified will be referred to the appropriate authority for further action.
Table 6.1 presented in Section 6 of this Environmental report contains a summary of the baseline situation and information about the source of the data and the date that the data was collated.
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The following monitoring framework presents the SEA indictors that will be used to test whether the LTP performs as predicted. The framework will also contain, for reference, the SEA objectives against which the LTP was assessed. In addition to the SEA objectives and indicators, the framework will contain details about the sources of the data selected for use as indictors; state whether the indicators are qualitative, quantitative or actions; provide information on the technique that should be used to monitor each indictor; and state how often the data should be monitored.
Table 11.1 Monitoring framework
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SEA Objectives SEA Indicators Type of Data Format of Monitoring Source of Data Review Data Technique Timescales 1. To protect and enhance NI 197 Improved local Quantitative Statistics Review of baseline Natural England Annual biodiversity and biodiversity – proportion of local information (See Redcar and geodiversity sites where positive Table 6.1) Cleveland Borough conservation management has Council been or is being implemented 2. To protect and enhance No specific indicators identified N/A N/A Review of baseline Redcar and Annual landscapes, townscapes, information (See Cleveland Borough maintaining and Table 6.1) Council strengthening local distinctiveness and sense of place 3. To preserve, protect and Number of listed buildings Quantitative Statistics Review of baseline English Heritage Annual enhance buildings, sites, under each grade and % at risk information (See and Redcar and features and areas of Number of Scheduled ancient Table 6.1) Cleveland Borough archaeological, historical monuments and other Council and architectural interest archaeological sites and % at and diversity, and their risk settings, whether Number of registered historic designated or not parks and gardens and % at risk 4. To protect and improve Air quality – % reduction in NOx Quantitative Statistics Review of baseline Redcar and Annual local air quality and primary PM10 information (See Cleveland Borough emissions through local Table 6.1) Council authority’s estate and operations. 5. To protect and improve No specific indicators identified N/A N/A Review of baseline Redcar and Annual the quality of all controlled information (See Cleveland Borough waters Table 6.1) Council Environment Agency
6. To reduce the causes of NI 185 CO2 reduction from Quantitative Statistics Review of baseline Redcar and Annual adverse climate change Local Authority operations information (See Cleveland Borough Table 6.1) Council NI 186 Per capita reduction in CO2 emissions in the LA area DECC
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SEA Objectives SEA Indicators Type of Format Monitoring Source of Data Review Data of Data Technique Timescales 7. To minimise the risk of Total number of transport Quantitative Spatial identify the number Redcar and Annual flooding developments located within of new transport Cleveland flood risk Zone 3 (high risk of systems that are Borough Council flooding) located within flood Environment risk zone 3 (high Agency flood risk) 8. To reduce the amount of No specific indicators identified N/A N/A Review of baseline To be identified Annual waste produced and information (See increase the amount Table 6.1) recycled, reused and recovered 9. To maximise the re-use NI 170 Previously developed Quantitative Statistics Review of baseline CLG, using data Annual of previously developed land that has been vacant or information (See provided by land derelict for more than 5 years Table 6.1) English Partnerships 10. To improve social No specific indicators identified N/A N/A Review of baseline ODPM Census Annual/10 inclusion information (See 2001 IMD 2007 years Table 6.1) 11. To ensure that the No specific indicators identified N/A N/A Review of baseline Needs to be housing needs and information (See ascertained aspirations of the Table 6.1) community are met locally 12. To enable the No specific indicators identified N/A N/A Review of baseline Needs to be development of new and information (See ascertained improved educational Table 6.1) facilities 13. To create safe NI 47 People killed or seriously Quantitative Statistics Review of baseline Department for Annual communities injured in road traffic information (See Transport accidents DfT DSO Table 6.1) NI 48 Children killed or seriously injured in road traffic accidents
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SEA Objectives SEA Indicators Type of Format Monitoring Source of Data Review Data of Data Technique Timescales 14. To provide Percentage of people Quantitative Statistics Information is Department for Annual opportunities for physical walking/cycling to work currently based on Transport activity to promote healthy census data is lifestyles updated nationally every 10 years 15. To maintain and No specific indicators identified N/A N/A Review of baseline Needs to be improve the accessibility information (See ascertained and quality of key services Table 6.1) and facilities 16. To encourage the use No specific indicators identified N/A N/A Review of baseline Needs to be of sustainable and high information (See ascertained quality design in new Table 6.1) developments 17. To improve access to NI 151 Overall Employment Quantitative Statistics Review of baseline Job Centre Plus employment rate (working-age) information (See Table 6.1) Redcar and Percentage of people of Cleveland Council working age within 20 to 40 Review information minutes of work by public collected for the transport LTP APR
18. To diversify the No specific indicators identified N/A N/A Review of baseline Needs to be economy of the rural areas information (See ascertained Table 6.1) 19. To support and No specific indicators identified N/A N/A Review of baseline Needs to be facilitate economic growth information (See ascertained and provide opportunities Table 6.1) for employment 20. To improve the viability No specific indicators identified N/A N/A Review of baseline Needs to be and vitality of town and information (See ascertained district centres Table 6.1)
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12. Conclusion
This SEA has been carried out in parallel to, and has informed, the development of the Redcar and Cleveland LTP3. The results of the SEA have been used to determine whether the programme of schemes and initiatives that have been identified for implementation during the LTP period (2011 to 2021) will have significant adverse effects on the environment.
The results of the SEA will then be used to assist with the process of prioritising the programme of schemes and initiatives to deliver the best possible value for the indicated capital funds. The programme prioritisation will take place once a detailed programme of schemes and initiatives has been finalised following confirmation of the levels of funding and further public and stakeholder consultation in the autumn. A prioritised programme will be presented in the final LTP which will be submitted to the DfT in March 2011.
The following is a summary of the main findings of the SEA.
There are two potential significantly sized transport schemes proposed within the LTP. These are the Teesport Expansion and the Tees Valley Metro project. A screening exercise will be undertaken prior to the implementation of these schemes to determine whether they will be subject to a full Environmental Impact Assessment (EIA). An Appropriate Assessment, under the Habitats Directive, will be undertaken where schemes are likely to affect the River Tees and Tees Estuary Special Protection Area (SPA) and RAMSAR site.
Some of the schemes, strategies and initiatives presented within the LTP that involve infrastructure improvements may have localised adverse effects on biodiversity, cultural heritage and water. Any adverse effects can be mitigated against by undertaking an EIA or similar level assessment at the implementation stage, or adhering to construction codes of practice and design guides
The LTP has the potential to contribute significantly to improving townscape and streetscape by improving the quality, design and appropriateness of street furniture, signage, lighting, public transport facilities and traffic calming measures
Schemes, strategies and initiatives to increase economic growth and promote regeneration may have significant adverse effect on local air quality and climate change by stimulating growth in the levels of road traffic and road freight. However the significant number of initiatives to protect air quality and reduce congestion will have positive effects on air quality and climate change by increasing the use of sustainable transport modes, managing future traffic growth and removing congestion hotspots
Schemes, initiatives and proposals to promote sustainable travel and improve accessibility, are aimed at improving the accessibility of public transport (e.g. improved information about services, timetables, secure bus stops, stations and train stations) rather than increasing the number and location of bus
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services, as this depends on the bus providers and funding to support/subsidise the services
Most schemes, initiatives and proposals will have positive effects on community safety and help to promote healthy lifestyles by encouraging people to walk and cycle more
Most schemes, initiatives and proposals will have positive effects on employment and the local economy
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Project Documentation Log Document Person Location Method of responsible storage Strategic Paul Taylor Redclev / Redcar Electronic & Environmental & Cleveland paper files Assessment – House Environmental Report Strategic Paul Taylor Redclev / Redcar Electronic & Environmental & Cleveland paper files Assessment - House Appendices
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