Final LTP March 2006

It is widely acknowledged that transport, both in terms of operation and new infrastructure development, has a bearing on quality of life.  Quality of life issues have influenced our wider LTP2 strategy and are weaved into the document elsewhere as appropriate.  In many instances there are also dedicated appendices which give further background information on these issues.

We have taken the opportunity to state clearly and categorically how we are addressing such quality of life issues with appropriate evidence.  A number of these issues have come forward through consultation and analysis of Community Strategies.

In developing our strategy, we have been mindful of the need to fully consider environmental implications.  To this effect we have undertaken a Strategic Environmental Assessment (SEA) of the Provisional LTP2 to meet the requirements of the European Directive.  This is detailed in the "Strategy Development" chapter whilst the recommendations and consultation responses have been incorporated in the following paragraphs and elsewhere in this LTP.

An SEA Statement also accompanies this LTP2 outlining in more detail how the recommendations of the SEA and Environmental Report, and responses to them, have been taken into account.

Quality of Public Spaces and Better Streetscapes (including Cultural Heritage and the Historic Environment)

Birmingham City Centre, particularly the new Bullring development which removed (with LTP Major Scheme funding) the concrete collar of the inner ring road, is widely cited nationally as an example of best practice in urban design and regeneration.

Its accolades include winning the Royal Town Planning Institute’s (RTPI) Silver Jubilee Cup and the English Partnerships sponsored Award for Planning for City and Metropolitan Areas.

This experience is being harnessed elsewhere to regenerate the city centre further, particularly the Eastside.  The Major Scheme in this LTP2  will improve accessibility to this part of the city supporting regeneration and quality of public space objectives.  The scheme as a whole will, amongst other things, provide some 3,000 - 3,500 new dwellings in a central location which will encourage less reliance on the private car.

Birmingham is not the only place where we are Improving accessibility, particularly for pedestrians, as part of wider regeneration initiatives.  The Phoenix Project in Coventry and the Market Square development in Wolverhampton have significantly improved the quality and quantity of public open spaces.  Such improvements invariably help people with mobility difficulties, not only by segregating people and traffic but also by including specific measures designed to make moving around easier.  Similarly, proposals to redevelop the railway stations at New Street, Coventry and Wolverhampton will make positive contributions towards the public realm and the Bradford Place Public Transport Major Scheme in Walsall will create a new public square as well as improving the operating environment for buses.

In terms of infrastructure design, Centro is in the process of engaging engineering and architectural consultants to prepare guidelines for public transport infrastructure which will  take into account urban design principles.  It also works closely with local planning authorities and developers prior to development commencing to ensure that the most suitable infrastructure is appropriately located.

Centro is also one of the biggest local commissioners of public art which is sited at key interchanges and information points.  The features are subject to thorough consultation and usually reflect the cultural and historical heritage of the locality.  This approach is to be formalised in the near future with the proposed adoption of a public art policy by the PTA in 2006.  Furthermore, Centro recently won the Birmingham Design Initiative Industry and Genius Award in association with artists Renn and Thacker and Form Fabrications for its expansive public art programme.

The impact of the Provisional LTP2 on the historic environment has also been considered as part of the SEA.  It determined that, at a strategic level, there is unlikely to be a significant impact on historic buildings and areas, archaeological sites and other culturally important features.  It is, however, noted that individual schemes, particularly major ones, may have an impact.

A number of checks are in place to mitigate against any adverse effects.  For instance, any proposals that require planning consent are required to comply with Planning Policy Guidance Note (PPG) 15: Planning and the Historic Environment and PPG 16: Archaeology and Planning, as well as local planning policies.  Indeed a number of our Authorities are in the process of defining specific 'Character Areas'.  Similarly, such issues will also be considered in more detail at the project level EIA stage.

We have considerable experience of sensitively developing large scale projects so as to respect local historic surroundings.  For instance, in promoting the Midland Metro Line 1 extension through Birmingham City Centre, Centro worked closely with English Heritage and other amenity groups to discuss the location and design of infrastructure and the impacts on key Listed Buildings and Conservation Areas such as the Waterstones building, in New Street, and Victoria Square.

The emerging HAMPs and TAMPs will also afford the opportunity to consider how maintenance regimes and asset management programmes can safeguard the historical environment.  A number of Authorities are also considering undertaking street clutter audits as promoted through English Heritage's - 'Streets for All' initiative.

Landscape and Biodiversity

Our LTP2 strategy underpins the RSS which seeks to foster an urban renaissance by making use of previously developed land within the Metropolitan Area.  The aim is to counter the historic out-migration of housing and jobs to the surrounding shires.  As such, this will have positive benefits on landscapes, open space and biodiversity within the wider region as there will be reduced demands for development outside the Major Urban Areas.

A central element of our strategy, within the Metropolitan Area, is to maximise the use of existing capacity through the implementation of Red Routes and UTC improvements.  This will help reduce the demand for potentially damaging large scale highway schemes.

Our SEA has confirmed that the LTP2 will have no adverse impacts on internationally or nationally designated sites of nature conservation value although a number of schemes may have impacts on biodiversity at the construction stage.  A number of Authorities already have protocols for dealing with such matters, for example Centro's Construction Code of Practice for Metro already sets out a checklist for considering such matters and will be rolled out to cover all capital schemes in the near future.  Furthermore, the relevant issues are also addressed at the project level Environmental Impact Assessment (EIA) and planning application stages.

When drawing up scheme, Authorities will be mindful of the opportunity to safeguard and enhance biodiversity as is outlined in Planning Policy Statement (PPS 9) Biodiversity and Geological Conservation.  Consideration will be given to the opportunity to provide features such as wildlife corridors, additional trees, ponds, hedges and scrub as part of new development proposals.  Similarly, the maintenance programme and particularly our emerging HAMPs and TAMPs will also be mindful of such matters.

The SEA, however, did consider that there would be significant averse impacts on open space in the Green Belt as a result of new Major Schemes, namely the Brownhills Transport Package and the Longbridge Link Road, both of which encroach on Green Belt in adjoining Staffordshire and Worcestershire respectively.  We are in close liaison with the adjoining local authorities and other interested parties with a view to establishing the most suitable solutions.  It must be noted that the justification for such Schemes is based on meeting regeneration and local environmental objectives and do not merely increase highway capacity.

Similarly Schemes such as Northfield Regeneration, Selly Oak Access Road and the Minworth/Chelmsley Wood Link are likely to impact on open space.  In the case of the first two Schemes, however, the removal of unnecessary through traffic will enable improvements to be made to the environment, accessibility and the public realm of two key local centres.  With regard to the latter scheme, the proposal is intended to open up development land in an area of need and it will also provide environmental relief from traffic for nearby residential communities.

The SEA also identified scope for environmentally sensitive management of the existing transport estate as part of maintenance regimes, measures suggested include the timing and extent of highway verge maintenance, control of invasive species, sensitive use of pesticides and herbicide and the planting of native species.  To an extent, a number of these issues are considered as part of current maintenance regimes - the emerging HAMPs and TAMPs, however, give the opportunity to consider the matters in more detail.

Soil and Water

The SEA concluded that the Provisional LTP2 would have a neutral or slightly adverse effect on soil quality, the latter being the case in relation to specific schemes.  In the wider context, the LTP" supports the agenda of reclaiming previously developed land within the Major Urban Area thus obviating the need for excessive Greenfield releases for new development and infrastructure.

Furthermore, any detailed matters will be considered at the project level EIA stage and there is scope for scheme promoters to consider Defra's Good Practice Guide for Handing Soils as part of Construction Environment Management Plans (CEMPs) and as part of maintenance protocols.

Similarly, the SEA concluded that the LTP2 is likely to have a neutral impact on water assuming good management practices during construction and maintenance.  The emphasis should be on the former as good design obviates the need for excessive maintenance.  Again, many localised issues will be picked up at the project level EIA stage and via further discussions with the Environment Agency.

The Environment Agency is of the view that the introduction of new drainage facilities in association with infrastructure development can be used to pick up existing drainage that has little or no pollution abatement currently thus having a positive, as opposed to neutral, benefit.  This is linked to the issues raised in relation to biodiversity which suggests that scheme promoters should look for opportunities to 'add value' when projects are drawn up.  This approach will be encouraged, for example Centro is currently drawing up a corporate environmental strategy one of the facts of which will be looking to 'add value' through its projects.

Community Safety, Personal Security and Crime

The need to improve community safety, both real and perceived, is a major concern across our Area.  It features as a priority in Community Strategies and regularly features in polls of the issues that most concern people, for example the annual Birmingham MORI survey.  Creating safer and stronger communities is also a Shared Priority.  There are a number of particular strands such as personal security and car crime, which are integrated throughout our mainstream LTP and revenue expenditure.

The Crime and Disorder Strategies in our Area have been reviewed to identify common themes and identify potential synergies between different policy approaches.  These reviews have been used in this LTP2 to help determine priorities and programmes for action and in order to inform our revised shared target which now includes damage to transport infrastructure, as this impacts on people’s perception of personal safety.  Further information can be found in the Appendices.

Healthy Communities

People's health varies significantly across our Area, closely reflecting levels of prosperity.  This is relevant to the health of the nation, initiatives to promote healthier communities and the Shared Priority of narrowing health inequalities.

Linkages, actions and policies on health and transport have historically focused on individual Health Authority / District Council boundaries and Health Action Zones.  This was illustrated in our 2000 LTP.  Since then we have undertaken assessments of the impact of different policy initiatives.  The development of Community Strategies across our Area has also identified health as a key concern.

Our 2003 LTP was accompanied by a full Health Impact Assessment (HIA).  Although the broad direction of our strategy remains unchanged, we have sought advice from a local public health expert to verify that this is still the case.  Further information can be found in the appropriate Appendix.

To improve health and safety for all comprises one of our LTP2 objectives and is reflected in our approaches to reducing the number of accidents, improving air quality, promoting cycling and walking and implementing Safer Routes to Schools schemes.

Our Accessibility Planning Strategy also seeks to improve health by actually improving access to healthcare facilities and fresh foodstuffs as well as examining opportunities to encourage cycling and walking.  The promotion of walking, both for making short journeys and recreational / healthy walking will be a factor in the Authorities' Rights of Way Improvement Plans.

Sustainable and Prosperous Communities

In February 2003, the Government published ‘Sustainable Communities: Building for the Future’.  This included plans to deliver a step change in housing supply and renewal.  In our Area, this has led to the designation of the Birmingham / Sandwell Housing Pathfinder which seeks wholesale renewal and redevelopment of the area

The Sustainable Communities Plan also sets out the Government’s vision for delivering better cities towns and suburbs.  In the West Midlands this is largely reflected through the Regional Spatial Strategy with its urban renaissance and sustainable growth agendas.  These issues, particularly in terms of the scale and location of new growth, have been considered in greater depth as part of our modelling and strategy development (see Chapter ‘Strategy Development’).

The land use planning system is one of the key tools for implementing the Sustainable Communities Plan.  More details of key policy documents as they relate to our LTP2 are discussed in section 3.3 'Government Guidance'.

We have also engaged with the Local Strategic Partnerships (LSPs) and ensured that our LTP2 reflects their aspirations.  There are numerous references throughout this document to these linkages and the evidence below identifies key common themes which are addressed by the LTP.   LSPs are also increasingly important players in promoting the Accessibility Planning agenda.

The National Strategy on Neighbourhood Renewal sets out the principles for addressing the ‘unacceptably bad conditions’ in many areas of the country’s poorer neighbourhoods.  It acknowledges that poor accessibility is partly responsible for this and identifies LTPs as a tool for tackling it.  All Metropolitan Authorities (except Solihull) are in receipt of Neighbourhood Renewal Fund (NRF), some of which has been harnessed to provide revenue support for Accessibility Planning (see evidence box).

Local Community Strategies, LSP priorities and Neighbourhood Renewal Strategies will influence the Authorities' planned expenditure, particularly the Integrated Transport Block.  The implications for regeneration and social inclusion figured strongly when developing and prioritising our Major Schemes programme. 

Further background information can be found in the Social Inclusion and Community Strategies appendices.

Noise

Nationally some 23% of the population is affected by noise.  It was recognised as an issue in the HIA of our 2003 LTP and continues to be a significant issue in many parts of our Area.   As such, it has featured as an environmental concern in our SEA.  At present, consideration is given to the use of noise reducing road surfaces as part of our maintenance programme.  Also, planning conditions and traffic regulation controls limit hours of vehicle access and operation in specific locations.

We continue to pioneer work in the UK on noise mapping through the Birmingham Updated Noise Mapping Project (BUMP) which is supported by Defra.

Obtrusive Light

The SEA concluded that light pollution or 'obtrusive light' emanating from transport infrastructure was a significantly adverse effect of the Provisional LTP2.  The issues that arose have been carefully considered by lighting engineers.

Whilst the issues raised are appreciated, it must be noted that light spillage can be due to reflection from surfaces, such as concrete or glass, rather than inefficient lighting.  Whilst it is acknowledged that obtrusive light can pose problems, adequate levels of illumination are required for both urban design and safety and security purposes.  Modern lighting is much improved and, as such, new schemes will be better placed to address potential obtrusive light.  This is exemplified by the recent award won by Centro from the British Astronomical Society for its car park lighting scheme at Stourbridge Junction which minimises light spillage and uses guards to minimise obtrusive lighting.  The opportunity to retrofit existing lighting will be considered as part of the ongoing maintenance programme.

Climate Change, Greenhouse Gases and Air Quality

The Government’s Energy White Paper, 'Our Energy Future - Creating a Low Carbon Economy Strategy' (2003) reaffirmed its commitment to reducing greenhouse gas emissions by 12.5% below 1990 levels by 2008-12 and carbon dioxide (CO₂) emissions by 20% below 1990 levels by 2010.  In addition, it announced the intention to reduce total current CO₂ emissions by some 60% by 2050.  Road transport is estimated to produce about 20% of current CO₂ emissions and is the fastest growing source.

The Environmental Report concluded that the Provisional LTP2 is likely to have a significantly adverse effect on climate change due to the forecast 7% increase in vehicle-kilometres.  This concurs with DfT's view in the 'Future of Transport' White Paper (2004) which states that emissions from road transport are likely to increase by 10% from 2000 to 2010 due to traffic growth offsetting improvements in fuel efficiency.  Nationally, beyond 2010, the trend changes due to slower traffic growth and continued fuel improvements.  This is consistent with the findings of PRISM which forecasts a slight reduction in C0₂ emissions in our Area by 2021.

Whilst acknowledging the conclusions of the SEA, we are of the opinion that our LTP2 approach, which supports the RSS policy of stemming out-migration, will have a less detrimental effect on climate change than would be the case if a decentralisation approach, which encourages longer-distance commuting, was adopted.  This is supported by PRISM which forecasts car trips growing by 14%, double the growth in vehicle-kilometres.  Similarly, a more concentrated settlement pattern makes travel by modes other than the car a more viable option and is reflected in our ambitious targets for growth in public transport patronage.

Our Congestion Strategy is also consistent with reducing carbon emissions by including measures such as workplace and school travel plans to reduce car travel at peak times and making better use of the existing highway network in order to  reduce stop-start motoring.

Notwithstanding our Congestion Strategy, we acknowledge that more needs to be done and have made a successful bid for monies from the Government's Transport Innovation Fund (TIF).  This will examine potential demand management measures in more detail - such measures are also likely to have positive implications for climate change.

The SEA also suggests considering sourcing energy from green suppliers so as to mitigate the effects of climate change.  This is done largely as a matter of course as Authorities seek to avoid payment of the climate change levy.  we have considered single renewable light sources, but there are concerns as to whether those currently available can provide the level of lighting required.  There is also the issue of the additional equipment that is required being more prone to vandalism.  Similarly, in terms of dimming street lights to save energy, it is still not considered that the electronic ballast technology required is suitably reliable.  Notwithstanding the above, however, the technology will be kept under review and evaluated as and when it becomes available.

The SEA also recommended that proposals, when drawn up, and maintenance measures take account of the likely impacts of climate change and accommodate it accordingly.  These issues will be taken into account as part of the emerging HAMPs and TAMPs and also as part of the appraisal of Major Schemes.

Air quality is closely allied to climate change and, as one of the Transport Shared Priorities, forms a central plank of our LTP2 strategy.  Air Quality Management Areas (AQMAs) have been declared in Birmingham and Wolverhampton (the whole authority area in each case) and in parts of Coventry, Dudley, Sandwell and Walsall.  These AQMAs result from an expectation that nitrogen dioxide (NO₂) standards will be breached in these areas, while PM₁₀ levels are also rising.  More details can be found in the Air Quality Strategy Statement.