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Derby Local Transport Plan SEA Scoping Report 1 Derby City Council Local Transport Plan 3 Strategic Environmental Assessment Scoping Report
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Page 1: Local Transport Plan 3 Strategic Environmental · PDF fileStrategic Environmental ... Local Transport Plan 3 Strategic Environmental Assessment Scoping Report ... environmental appraisal

Derby Local Transport Plan SEA Scoping Report

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Derby City Council

Local Transport Plan 3

Strategic Environmental Assessment

Scoping Report

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Derby City Council

Local Transport Plan 3 Strategic Environmental Assessment

Scoping Report Notice

This report was produced by Atkins Ltd for the Derby City Council for the specific purpose of the Local Transport Plan 3 SEA Scoping Report.

This report may not be used by any person other than Derby City Council without the Derby City Council‘s express permission. In any event, Atkins accepts no liability for any costs, liabilities or losses arising as a result of the use of or reliance upon the contents of this report by any person other than the Derby City Council.

Atkins Limited

Document History

JOB NUMBER: 5088673 DOCUMENT REF: Derby City Council SEA Scoping Report.doc

1 Final PN EB CW CW 04/03/10

0 First draft DH/ EB/ PN/ OP

PN/ OP CW/ PB CW 15/12/09

Revision Purpose Description Originated Checked Reviewed Authorised Date

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Contents Section Page Glossary of Terms 5

1. Introduction 7

1.1 Purpose of this document 7 1.2 Derby’s Local Transport Plan 3 7 1.3 Strategic Environmental Assessment 9 1.4 Health Impact Assessment 12 1.5 Habitats Regulation Assessment 12 1.6 Consultation in the SEA process 13 1.7 Contents of this Scoping Report 13 1.8 Timescales for consultation and reporting 14

2. Scope of the SEA 15

2.1 Introduction 15 2.2 Spatial scope 15 2.3 Temporal scope 15 2.4 Technical scope 15

3. Identifying other plans and programmes and environmental protection objectives 17

3.1 Introduction 17 3.2 Methodology 17 3.3 Results of the Review 18 3.4 Review of Health-specific PPPs 19

4. Baseline Information 22

4.1 Introduction 22 4.2 Methodology 22 4.3 General Characteristics of Derby 23 4.4 Data Analysis 23 4.5 Data Limitations 26

5. Key environmental issues 27

5.1 Introduction 27 5.2 Methodology 27 5.3 Issues 27

6. SEA Framework 38

6.1 Introduction 38 6.2 Methodology 38 6.3 Results 38

7. Remaining stages of the SEA 52

7.1 SEA Stages 52 7.2 Assessment of Effects 52

8. References 56

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List of Tables

Table 1.1 - Topics to be addressed as part of SEA 11 Table 3.1 - Links between Transport and Health 19 Table 5.1 - Key Sustainability Issues 28 Table 6.1 - SEA Framework 39 Table 6.2 - SEA Baseline Condition and Future Trends Summary 45 Table 7.1 - Prediction and Assessment Techniques for LTP 52 Table 7.2 - SEA worksheet for documenting effects and mitigation 54 Table 7.3 - Possible Structure for LTP3 Environmental Report 54

List of Figures

Figure 1.1 - LTP and SEA Process Stages and Links 10

Appendices Appendix A - Policies, Plans and Programmes Review 57

Appendix B - Baseline Information 78

Appendix C - LTP2 SEA Objectives (2005) and DCC Core Strategy Objectives (2008) 115

Appendix D - Maps 118

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Glossary of Terms

Term Meaning / Definition

Baseline:

A description of the present and future state of an area, in the absence of any plan, taking into account changes resulting from natural events and from other human activities.

Consultation Body:

An authority which because of its environmental responsibilities is likely to be concerned by the effects of implementing plans and programmes and must be consulted under the SEA Directive. The Consultation Bodies, designated in the SEA Regulations are the English Heritage, Natural England and the Environment Agency.

Environmental appraisal:

A form of environmental assessment used in the UK (primarily for development plans) since the early 1990s, supported by ‘Environmental Appraisal of Development Plans: A Good Practice Guide’ (DoE, 1993); more recently superseded by sustainability appraisal. Some aspects of environmental appraisal foreshadow the requirements of the SEA Directive

Environmental assessment:

Generically, a method or procedure for predicting the effects on the environment of a proposal, either for an individual project or a higher-level “strategy” (a policy, plan or programme), with the aim of taking account of these effects in decision-making. The term “Environmental Impact Assessment” (EIA) is used, as in European Directive 337/85/EEC, for assessments of projects. In the SEA Directive, an environmental assessment means “the preparation of an environmental report, the carrying out of consultations, the taking into account of the environmental report and the results of the consultations in decision-making and the provision of information on the decision”, in accordance with the Directive’s requirements

Environmental Report:

Document required by the SEA Directive as part of an environmental assessment, which identifies, describes and appraises the likely significant effects on the environment of implementing a plan or programme.

Health Impact Assessment: Health Impact Assessment. ‘A combination of procedures, methods and tools by which a policy, program or project may be judged as to its potential effects on the health of a population, and the distribution of those effects within the population’1.

Indicator:

A measure of variables over time, often used to measure achievement of objectives

Mitigation:

Used in this guidance to refer to measures to avoid, reduce or offset significant adverse effects

Responsible Authority:

In the SEA Regulations, means an organisation which prepares a plan or programme subject to the SEA Directive and is responsible for the SEA.

Scoping:

The process of deciding the scope and level of detail of an SEA, including the environmental effects and options which need to be considered, the assessment methods to be used, and the structure and contents of the Environmental Report.

1 World Health Organization. Gothenburg consensus paper. Health Impact Assessment: Main concepts and suggested approach (http://www.who.dk/document/PAE/Gothenburgpaper.pdf, accessed 15/08/06). Brussels: WHO European Centre for Health Policy, 1999.

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Significant effect:

Effects which are significant in the context of the plan. (Appendix II of the SEA Directive gives criteria for determining the likely environmental significance of effects)

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1. Introduction 1.1 Purpose of this document

This is the Scoping Report for the Strategic Environmental Assessment (SEA) of the third Derby Local Transport Plan (LTP3), incorporating a Health Impact Assessment (HIA). It has been produced by Atkins Ltd for Derby City Council.

SEA is required of LTP3 under European Directive 2001/42/EC ‘on the assessment of certain plans and programmes on the environment’ (the ‘SEA Directive’). An HIA is required by a number of UK White Papers on public health strategy. Further emphasis has been given by the introduction of the Local Government and Public Involvement in Health Act 2007 and a specific requirement for HIA in the Department for Transport (DfT) LTP3 guidance published in 2009.

1.2 Derby’s Local Transport Plan 3 Derby City Council (DCC) has commenced the development of LTP3 to cover the period beyond 2011, which will replace the existing LTP2 (2006-2011).

The Transport Act 2000 introduced a statutory requirement for local transport authorities to produce a Local Transport Plan (LTP) every five years and to keep it under review. It sets out the statutory framework for Local Transport Plans and policies. This statutory requirement was retained in the Local Transport Act 2008 although other aspects of the statutory framework have changed. The Act now requires that LTPs contain policies (referred to as the strategy) and implementation plans (the proposals for delivery of the policies contained in the strategy).

The development of LTP3 will involve the review of LTP2 long term transport strategy that looked forward to the year 2021. LTP3 will set out a long term transport strategy to 2026 and an implementation plan covering the first three to five year period from April 2011.

Local, regional and national groups including key stakeholders and the public will be consulted throughout the development of Derby’s LTP3. Participation is being facilitated through marketing, seminars, focus groups and general public consultation. Feedback will be used to inform decisions about which policy areas and schemes take priority in Derby over LTP3 period. Consultation on the proposed vision, goals and challenges is being held during January and February 2010. This paper and other LTP3 consultation information are available at the following link: www.derby.gov.uk/transportstreets/transportplanning/ltp3.

1.2.1 The Current Transport Situation

The boundary of LTP3 will be based on the administrative area of Derby City, illustrated in Figure D.1 (Appendix D). This is a change from LTP2 which included Derby City and the surrounding rural area. However, Derby and the Districts of South Derbyshire and Amber Valley have formed a partnership covering the Derby Housing Market Area (HMA) in order to better deliver spatial planning. The three districts are intrinsically related by the availability and demand for economic and population land use growth. Whilst these areas are separated by administrative boundaries, spatially they are linked by a transport network that enables seamless cross boundary local journeys and more strategic regional and national journeys. Whilst the Derby HMA will be covered by two separate Local Transport Plans, Derby City Council and Derbyshire County Council will work together. The Councils will develop compatible transport strategies across the Derby HMA and agree to collaborate on plans to deliver cross-boundary schemes to support these strategies.

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Derby is a compact city with excellent links to the regional and national transport networks. It is well served by rail connections and has a comprehensive local bus network. There is also an expanding network of cycle routes and footpaths providing healthy, sustainable travel choices. These travel choices complement the high level of service provision in the city, for example, schools, employment opportunities and leisure facilities. This results in generally good accessibility for all people including those from disadvantaged communities. However, the perceived high cost of public transport and the impacts of congestion on reliability of bus services is a threat to continued high levels of accessibility. In the wider area, delay and congestion on the Strategic Road Network, especially the A38, has a severe impact upon not only strategic traffic using the trunk road routes but also local traffic crossing the routes.

Car ownership in the East Midlands is increasing. Latest statistics show that the number of households without a car has decreased by 10% between 1996 and 2006. Figures from the DfT’s National Road Traffic Survey show that traffic in the East Midlands Region since 2000 has grown well above the average trend for England. In the Three Cities sub area, traffic in Derby grew 5.1%- the most between 2001 and 2007 in comparison to Leicester (3.8%) and Nottingham (1.9%). Where the volume of traffic begins to exceed the design capacity of a road, delays will occur that eventually lead to congestion.

Traffic growth and congestion in Derby has associated economic, social and environmental impacts. For example, delay in Derby is estimated to cost £46 million per year or £103 per capita. In addition, Derby has two Air Quality Management Areas (AQMAs) due to traffic-related emissions of nitrogen dioxide (NO2). They include the city's inner and outer ring roads, and a section of the A52 in Spondon.

Traffic growth in Derby and the East Midlands as a whole is linked to the Region’s population and strong economic growth. Despite a recent dip in traffic levels that may be attributed to a combination of higher fuel prices and the economic slowdown that turned into a recession during 2008, the long term growth trend is likely to continue into the future.

1.2.2 The Proposed Objectives of LTP

The central focus of LTP3 is the Transport Vision, which has been influenced by recent and emerging guidance, updated evidence and consideration of local priorities through improved community partnership mechanisms. Local, regional and national priorities and the Sustainable Community Strategy vision were used to develop the proposed transport vision for Derby. DCC defines the LTP3 vision as:

‘To provide people living and travelling within Derby with viable travel choices and effective and sustainable transport networks.’

DCC’s vision, goals and challenges for LTP3 are consistent with DfT’s Guidance on Local Transport Plans, July 2009, and the national transport goals and challenges set out in DfT’s Delivering a Sustainable Transport System (DaSTS), November 2008, which replace the shared priorities of LTP2. The five national transport goals are:

Support economic growth

Tackle climate change

Contribute to better safety, security and health

Promote equality of opportunity

Improve quality of life and a healthy natural environment

DCC have considered Derby’s contribution to the national transport goals and are consulting on the following five overarching goals for transport in Derby to achieve LTP3 vision:

Support local growth and economic competitiveness, by delivering reliable and efficient transport networks

Contribute to tackling climate change by developing and promoting low-carbon travel choices

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Contribute to better safety, security and health for all people in Derby by improving road safety, improving security on transport networks and promoting active travel

Provide and promote greater choice and equality of opportunity for all through the delivery and promotion of accessible walking, cycling and public transport networks, whilst maintaining appropriate access for car users

Improve the quality of life for all people living, working in or visiting Derby by promoting investment in transport that enhances the urban and natural environment and sense of place

To achieve these goals, DCC have identified the following challenges facing Derby:

- DC1 - Provide network efficiency, reduce unnecessary delays and facilitate economic activity

- DC2 - Maintain transport infrastructure to address existing needs

- DC3 - Minimise the effects of unpredictable events on the transport network, including the effects of climate change

- DC4 - Minimise the negative effects of travel and new transport infrastructure on local communities and air quality, and the wider environment, including climate change

- DC5 - Provide safer travel opportunities and reduce road casualties

- DC6 - Provide good access to employment opportunities, key facilities and services for all residents and visitors to the Derby LTP area

- DC7 - Encourage and enable all people and businesses to use sustainable travel options

- DC8 - Ensure development provides multi-functional space suitable for a mix of transport and non-transport users, and provision for the urban and natural environment

- DC9 - Enhance the sense of place through better integration of transport in the urban environment, providing greater social interaction and natural surveillance

LTP3 proposed vision, goals and challenges are fully consistent with the Government’s five over-arching transport objectives of environment, safety, economy, accessibility, and integration set out in the New Approach to Appraisal (NATA). The results of consultation upon the vision goals and challenges will be used to inform the creation of measurable objectives and indicators for LTP3.

1.3 Strategic Environmental Assessment The EU Directive 2001/42/EC (the “SEA Directive”) on assessment of effects of certain plans and programmes on the environment came into force in the UK through the Environmental Assessment of Plans and Programmes Regulations 20042 (the “SEA Regulations”). The SEA Regulations apply to a wide range of plans and programmes, including LTPs, and modifications to them.

The overarching objective of the SEA Directive is:

“To provide for a high level of protection of the environment and to contribute to the integration of environmental considerations into the preparation and adoption of plans… with a view to promoting sustainable development, by ensuring that, in accordance with this Directive, an environmental assessment is carried out of certain plans… which are likely to have significant effects on the environment.” (Article 1)

The main requirements introduced by the SEA Regulations are that:

the findings of the SEA are published in an Environmental Report (ER), which sets out the significant effects of the draft plan, in this case LTP3;

consultation is undertaken on the plan and the ER;

2 Statutory Instrument 2004 No. 1663, The Environmental Assessment of Plans and Programmes Regulations 2004

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the results of consultation are taken into account in decision-making relating to the adoption of the plan; and

information on how the results of the SEA have been taken into account is made available to the public.

SEA extends the evaluation of environmental effects from individual projects to the broader perspective of regional, county and district level plans. It is a systematic process that identifies and predicts the potential significant environmental effects of plans/programmes, informing the decision making process by testing different alternatives or options against environmental sustainability objectives.

The main work component stages for the preparation of the Derby LTP3, both from a transport planning and SEA perspective, are shown in Figure 1.1 below.

Figure 1.1 - LTP and SEA Process Stages and Links

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1.3.1 SEA and New Approach to Appraisal

The New Approach to Appraisal (NATA) is an appraisal framework which aims to improve the consistency and transparency with which transport decisions are made. NATA sets out the Government’s five over-arching transport objectives, namely; environment, safety, accessibility, economy and integration. The DfT requires that all forms of transport proposals, including LTPs, are appraised against these objectives. DfT guidance on NATA, as set out in TAG, notes that NATA appraisal methodologies should be used in undertaking SEA of LTPs.

TAG Unit 2.11 (2009) provides guidance on integrating the requirements of the SEA Regulations with NATA, in Table 3.3, which is reproduced below in Table 1.1 of this report. Further information on the technical scope of the SEA, based on this guidance, is provided in Section 3 of the TAG Unit 2.11.

Table 1.1 - Topics to be addressed as part of SEA

NATA Objective NATA sub-objective SEA Topic (SEA Directive, Annex If)

Environment

Noise Human health, Population3, Inter-relationships

Local air quality4 Air, Human health, Population

Greenhouse gases Climatic factors

Landscape Landscape

Townscape

Heritage Cultural heritage including architectural and archaeological heritage

Biodiversity5 Biodiversity, fauna, flora, Soil6

Water environment Water

Physical fitness Human health, Population

Safety Accidents

Human health, Population Security

Accessibility Community severance

Population Access to the transport system

Economy

Public accounts

Material assets7 Business users and providers

Consumer users Source: Transport Analysis Guidance 2.11 Strategic Environmental Assessment for Transport Plans and Programmes,

Department for Transport, ‘In Draft’ Guidance (2009)

3 Population is interpreted broadly, referring to effects on people and quality of life. Many NATA indicators incorporate population. 4 The NATA local air quality indicator does not cover regional air quality, though guidance is given on its assessment. Where regional air quality is likely to be an issue, a local objective may be formulated. 5 Biodiversity also covers geological interests. 6 Soil is not explicitly covered by NATA sub-objectives, but is an underlying factor affecting landscape, heritage, biodiversity and the water environment. Where effects on soil are likely to be important a local objective should be formulated. 7 Material assets are not explicitly covered by NATA sub-objectives, but are reflected in the money costs incurred when they are consumed. Where effects on material assets such as infrastructure and property are expected to be of particular importance, a local objective should be formulated.

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1.4 Health Impact Assessment The DfT LTP3 guidance indicates that consideration of ‘Human Health’ is a legal requirement in an SEA and that a HIA is an integral part of the SEA to identify and inform health issues in Plans.

Undertaking a HIA as part of the SEA should provide an evidence base to help the decision making process in developing an effective LTP, and to mitigate the negative effects on health and well-being (whether physical and/or mental health). In addition, it should help:

secure consistency between LTP3 and work associated with Sustainable Community Strategies and Local Area Agreements;

coordinate the public health concerns in respect of air quality, noise and climate change; and

contribute to the wider agenda relating to quality of life and reducing health inequalities.

Draft guidance by the Department of Health (DH) 20078 aims to help authorities assess the health effects of their plans and programmes more effectively and is based on current good practice. The guidance recommends that the assessment of the impact of local transport plans should consider the following topics:

Transport to work, shops, schools and healthcare

Walking and cycling

Community severance

Frequency and severity of crashes

Collisions causing injury and fatal accidents

Air pollution, noise

Ageing population and increasing disability.

In developing the approach to undertake the HIA as an integral part of the SEA of the Derby LTP3 the following guidance has also been into account:

‘Specification for Review of Evidence for Strategic Environmental Assessment of Local Transport Plans round 3 in England’ for the forthcoming new DfT guidance concerning HIA for LTP3;

‘Health Impact Assessment of Transport Initiatives – A Guide’9; and

‘Transport Access and Health in the East of England’10 This guidance sets out how the evidence should be applied to the local context.

1.5 Habitats Regulation Assessment Appropriate Habitats Regulation Assessment (HRA) must be carried out under the Habitats Directive 92/43/EEC where an LTP is likely to have a significant impact on a site designated under European legislation, including Special Areas of Conservation (SACs), Special Protection Areas (SPAs) and Ramsar sites. There are no European sites within or adjacent to LTP area. However, in Derbyshire there are several SACs designated under the EC Habitats Directive, which form part of the Natura 2000 Network of internationally important wildlife sites. SACs in Derbyshire, outside the Peak District National Park, are:

Bee’s Nest and Green Clay Pits on the south eastern edge of the Peak District

Gang Mine; also on the south eastern edge of the Peak District

8 Draft Guidance on Health in Strategic Environmental Assessment, Consultation Document, Department of Health 2007

9 Health Impact Assessment of Transport Initiatives A Guide, Health Scotland, MRC Social and Public Health Sciences Unit and Institute of Occupational Medicine, 2007 10 Transport, access and health in the East of England, Eastern Region Public Health Observatory, 2006

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River Mease on the border of South Derbyshire and Leicestershire.

The Bee’s Nest and Green Clay Pits, and River Mease sites are closest to Derby and are around 25km away from the edge of the LTP area.

There are no designated Ramsar sites in Derbyshire and the closest SPA is the South Pennine Moors SPA, which includes an area of the Peak District Moors.

Following due consideration, Derby City Council do not intend to undertake an HRA for LTP3 as it is highly unlikely to have a significant effect on any European sites.

1.6 Consultation in the SEA process The SEA Regulations identify three organisations to act as statutory consultation authorities: the Environment Agency, Natural England (formerly English Nature and the Countryside Agency) and English Heritage.

The draft DH guidance recommends that the relevant health organisations are also involved in the consultation process. This includes the following bodies:

the relevant primary care trust (PCT) with the PCT Director of Public Health being the first point of contact;

Environmental Health Officers (EHOs);

Health Protection Units;

Public Health Observatories; and

Environment Agency area office.

Two consultation periods involving the statutory consultation authorities and, in the latter period, the public are set. The consultation periods relate to:

Scoping. The responsible authority is required to send details of the plan or programme to each consultation authority so that they may form a view on the scope, level of detail and appropriate consultation period of the Environmental Report. The consultation authorities are required to give their views within five weeks.

The Environmental Report. The responsible authority is required to invite the consultation authorities and the public to express their opinions on the Environmental Report and the plan or programme to which it relates.

1.7 Contents of this Scoping Report This SEA Scoping Report sets out the following information which will form the scope of the Environmental Report:

Relevant plans, programmes and environmental protection objectives

Baseline information

Environmental, social and health issues in Derby

Proposed SEA objectives

The methodology to be used in the assessment

The remaining stages of the SEA

By issuing this Scoping Report, comments are sought from statutory environmental bodies which will help ensure that the scope and methodology of the assessment are fit for purpose and in line with expectations.

Additional information that may be of relevance to the study is also being sought with regards to:

Other relevant plans and programmes

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Environmental objectives

Environmental or sustainability problems

The existing and future state of the environment

Comments received from consultation on the Scoping Report will be taken into account in the next stage of the SEA. The way in which these comments have been addressed will be reported in the Environmental Report.

1.8 Timescales for consultation and reporting The statutory time period for consulting on the scope and level of detail of the SEA is five weeks from receipt of the documents. The scoping consultation will take place in Spring 2010, whereafter the framework for the SEA will be finalised.

A public consultation period will be held in Summer 2010 to guide the options for the long term transport strategy for LTP3, and inform the implementation plan in advance of preparation of the full LTP3 document.

The Draft LTP3 and Draft Environmental Report will be published at the same time for consultation in Autumn 2010.

The final LTP3 and ER are anticipated to be published by April 2011.

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2. Scope of the SEA 2.1 Introduction

The following section describes the proposed spatial, temporal and technical scope of the environmental studies to be undertaken as part of the SEA (incorporating HIA).

2.2 Spatial scope The proposed study area for the SEA of LTP3 covers the city and the potential park and ride site located outside the city boundary at Boulton Moor (see Figure D.1 – Appendix D).

LTP3 spatial scope is different to LTP2 which was a joint local transport plan covering parts of other authorities including Amber Valley, Erewash and South Derbyshire Borough Councils. Derbyshire County Council is the highways authority for these districts, and is responsible for developing the LTP for the administrative area surrounding Derby City. Derby City Council recognises the need to work with the County when planning schemes which directly impact or benefit the city, but fall outside the administrative boundary. For this reason, it is proposed that Boulton Moor park and ride site that falls outside the boundary is included in the SEA. Derby City and Derbyshire County Councils will work together to ensure the strategies and policies relating to these areas are aligned, and ensure that plans and funding for schemes are complementary.

2.3 Temporal scope The temporal scope of the SEA will be aligned with that for LTP3. Guidance for local authorities on the preparation of LTP3 allows increased flexibility over timescales of the implementation plan, which details expected funding distribution.

The timescale of the implementation plan for LTP3 will be determined by Derby City Council and is a subject for consultation in this document. Five year implementation plans were required for LTPs 1 and 2, and one option is to have a five year plan consistent with the previous plans. LTP3 guidance leaves the length of the implementation plan to the discretion of the transport authority, and many local authorities are proposing to adopt plans that align with local area agreements or spending reviews.

However, it may be more appropriate to include a plan in LTP3 which covers a shorter time period, but is subject to a more frequent review to make sure it is up to date and relevant to the political and economic situation. It is important that the plan, whatever length, is aligned with that of the County Council. We welcome comments on the appropriate length of time for Derby’s implementation plan.

It is proposed that the strategy will apply to the period 2011-2026. This extends the period of the strategy in LTP2 by 5 years, and is consistent with the Regional Spatial Strategy. The RSS will be undergoing a partial review in 2010, which will include the Regional Transport Strategy, and will consider the impact of the development allocation to Derby for the period to 2026.

2.4 Technical scope The SEA Directive and the SEA regulations require that the “likely significant effects on the environment are assessed, including issues such as:

Biodiversity;

Population;

Human health;

Fauna and flora;

Soil;

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Water;

Air;

Climatic factors,

Material assets,

Cultural heritage including architectural and archaeological heritage,

Landscape; and

The interrelationship between these factors.

This is effectively the technical scope of the SEA, namely those topics that will be addressed.

From a HIA perspective there are vulnerable social groups that need special consideration in transport planning with regards to their health. These groups are likely to experience transport-related exclusion and/or be subject to negative externalities of transport and are as follows:

Children - who, as non-drivers, are reliant on others for motorised transport and who suffer the greatest impacts of transport policy on their health, particularly children in low-income families.

Women – who are more likely not to own a car and find it harder to travel to shops, employment, healthcare and other services.

Older people - who may feel vulnerable using public transport, who often need to seek health services and who are particularly vulnerable to road collision related injuries. Their continuing independence at home is often dependent on reliable transport options.

Disabled and people with other health problems - who may not be able to access many forms of transport or need special arrangements to access those. They are likely to find it difficult to walk and may also be disadvantaged by the cost of transport.

Those in low-income groups – who are likely to walk further because they cannot afford public transport or to own a car, and whose lack of transport options may limit life opportunities. They suffer the most from injuries, noise pollution and air pollution.

Consultation question 1:

The timeframe of the implementation plan for LTP3 is to be determined locally. What do you think might be the most appropriate length of implementation plan for Derby?

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3. Identifying other plans and programmes and environmental protection objectives

3.1 Introduction The first task of the SEA is the identification of other relevant plans, policies, programmes (PPPs) and environmental objectives. LTP3 must be prepared taking these into account as it may influence and be influenced by them. LTP can be influenced in many ways by other plans and programmes and by external sustainability objectives, such as those laid down in policies and legislation.

The SEA Directive specifically states that information should be provided on:

“The relationship [of the plan or programme] with other relevant plans and programmes”

“The environmental protection objectives, established at international, [European] Community or [national] level, which are relevant to the plan or programme and the way those objectives and any environmental considerations have been taken into account during its preparation”

3.2 Methodology Both LTP3 and the SEA Scoping Report should be set in the context of international, national, regional and local objectives along with strategic planning, transport, social, economic and environmental policies.

Relevant plans and programmes include those at different levels (international, national, regional, etc.) which influence the Local Transport Plan, or those in other sectors which contribute, together with the Local Transport Plan, to changes in the environmental conditions of the area to which they apply. Relevant plans and programmes may include land use or spatial plans, plans dealing with aspects of the physical environment, and plans and programmes for specific sectors or types of activity.

Although all plans and programmes reviewed as part of this Scoping Report are deemed to be relevant to LTP3, two are considered to be of particular importance. The East Midlands Regional Spatial Strategy (RSS8), at a regional level, which provides a broad development strategy for the region up to 2026 and the Derby Core Strategy, at a local level which is still under development. RSS8 sets the Regional Planning Guidance firmly within the framework of the region’s Integrated Regional Strategy and establishes the context for development plans and local development frameworks. The Derby Core Strategy aims to provide a clear vision and strategies to guide the growth of Derby over the next 15-20 years and will help deliver a number of important city wide strategies, including LTP3.

Environmental protection objectives may be set by policies or legislation. Such policies and legislation may include European Directives, international undertakings, UK initiatives and national planning guidance.

A large number of plans and programmes were reviewed as part of the Derby Joint Local Transport Plan 2006-2011 (LTP2) SEA prepared in 2005 and informed the development of the objectives contained in LTP2 SEA framework.

For the preparation of this report the review of the plans and programmes concentrated on plans and programmes and other relevant policy documents which were published after 2006 as well as earlier documents not reviewed as part of the Derby Joint LTP2 SEA but deemed relevant to LTP3 SEA. This ensures that the objectives in the Scoping Report generally adhere to, and are not in conflict with, objectives found in other more recent plans and programmes and policy documents. It also assists in the setting of sustainability objectives for the SEA.

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3.3 Results of the Review Appendix A show the relevant policies, plans and programmes reviewed as part of LTP3 SEA (Table A.1). This can not be considered an exhaustive list and any PPP that might arise during the SEA process will be taken into account at a later stage. Appendix A also lists the policies, plans and programmes reviewed as part of the Derby Joint LTP2 SEA (Table A.2) prepared in 2005.

Environmental objectives and issues of relevance to the SEA and the preparation of LTP3 identified during the review have been used to formulate a general, first set of environmental and social themes relevant to the SEA of the Derby Local Transport Plan. They are as follows:

Environmental Sustainability Themes:

Protect and enhance the natural environment, including its biodiversity

Identify, manage and protect habitats and species which are important on a international, national and local scale

Minimise the effects of traffic-related noise pollution

Reduce air pollution and ensure improvements in air quality

Protect and enhance the built and historic environment

Reduce the emission of greenhouse gases, reduce traffic congestion and reduce contributions to climate change

Reduce vulnerability to the effects of climate change

Reduce the risk of flooding

Reduce pollution, protect and enhance the quality of watercourses and groundwater

Promote the protection and enhancement of valued landscape character and encourage sustainable use of the countryside

Promote the reduction of waste generation

Minimise the use of energy and optimise the use of renewable energy

Ensure prudent use of natural resources and conserve soil resources and quality.

Social Sustainability Themes:

Reduce the need to travel, achieve modal shift to more sustainable transport options and widen choice of modes

Address some aspects of deprivation and social exclusion and protect the vulnerable, disadvantage and mobility impaired

Promote accessibility and transport links to key services, including health, education, employment, community facilities, leisure and housing

Improve road safety, safety for all travellers,

Reduce crime and fear of crime

Improve the health and wellbeing of the local residents and accessibility to health services.

Appendix A (Table A.3) presents in more detail which PPPs derived the environmental and social sustainability themes and their implications for LTP3.

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3.4 Review of Health-specific PPPs Table A.4 (Appendix A) lists the reviewed plans and programmes of particular relevance to the HIA.

The key health-related sustainability messages derived from the review of the PPPs in Table A.4 are:

Improve health in the UK and globally, taking account of the diverse factors influencing health, such as climate change, pollution, environmental degradation and poverty;

Tackle poor health by improving the health of everyone, and of the worst off in particular;

Reduce health inequalities among different groups in the community (e.g. young children, pregnant women, black and minority ethnic people; older people, people with disabilities; low income households);

Support the public to make healthier and more informed choices in regards to their health;

Address pockets of deprivation;

Provide physical access for people with disabilities;

Consider possible differential impacts of a transport intervention across different social groups to avoid a disproportional effect on those, living on low income;

Interventions should be evidence-based, though the lack of conclusive evidence should not, where there is serious risk to the public health, block action proportionate to that risk;

Provide or improve access to local health and social care services and health promoting amenities;

Reduce the rate of road accidents (the national target is to reduce rate of accidents by at least a fifth by 2010 compared with the Our Healthier Nation baseline period 1995-9711).

The review of the health related PPPs identifies the outcomes12 in which transport might impact on health, including both impacts on health outcomes and impacts on health determinants. These outcomes are listed below in Table 3.4 and will inform the HIA of LTP3 at the assessment stage.

Table 3.1 - Links between Transport and Health

Outcome Explanation

General physical health Accessible and affordable transport enabling good access to education, employment, fresh food, friends and family, leisure and health services enhances health.

Access to a car is linked to improved physical health through such factors as improved access to essential services and health promoting amenities, reflection of socio-economic status and raised self-esteem. A proportion of those who are at most risk of social exclusion have no access to cars.

Physical activity Walking and cycling are physically active forms of transport

Physically active transport may lead to increases in overall

11 White Paper: Saving lives: Our Healthier Nation, 1999 12 Mainly based on Health Impact Assessment of Transport Initiatives A Guide, Health Scotland, MRC Social and Public Health Sciences Unit and Institute of Occupational Medicine 2007 and Transport, Access and Health in the East of England, Eastern Region Public Health Observatory, 2006

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Outcome Explanation

levels of physical activity

Injuries and deaths

Road trauma is a leading cause of morbidity and mortality across all age groups. Reducing the impact of road trauma has been a great public health success in the past 20 years, however vehicle collisions still produce a great deal of avoidable death and disability.

Travel by rail and air have the lowest rate of fatality or serious injury;

Road users at highest risk of being killed or seriously injured are cyclists and pedestrians;

The most commonly cited cause of a road crash is speed.

Air pollution

The pollutants most associated with traffic are small particles (PM), nitrogen dioxide (NO2) carbon monoxide (CO) and toxicants such as benzene.

Increased outdoor air pollution is associated with increased cardiorespiratory mortality and morbidity. Some effects are more or less immediate and affect vulnerable groups (e.g. children, people whose health is already impaired) in particular, whereas the effects of long-term exposure are more widespread.

PM are the constituent most closely associated with adverse health outcomes. Some evidence shows that PM from traffic is more toxic (per unit mass) than PM from other sources.

Noise pollution

Motorised forms of transport are a common source of noise pollution, with road traffic being the most common.

Noise pollution at the levels generated by traffic can lead to serious annoyance, interference with speech and sleep disturbance.

Stress has been suggested as a possible mechanism through which noise may affect mental and physical health.

Evidence suggests noise pollution may limit children’s learning.

Land blight Land blight caused by roads and other transport infrastructure reduces enjoyment and discourages active recreation.

Stress/mental health and quality of life

Noise pollution generated by transport can lead to stress.

Where public transport passengers feel ‘overcrowded’ this may lead to stress but the perceptions of overcrowding and related stress may be mediated by feelings of safety and control.

Traffic jams can be a source of stress for transport users

For low income families dependency on walking as a primary form of transport can impact on their time for other recreational activity and may add to psycho-social stress within the family.

Access to a car has been linked to improved mental health.

Increased levels of physical activity may have a protective

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Outcome Explanation

effect on mental health.

Personal safety and perceptions of safety

Streets dominated by motorised vehicles with reduced numbers of people on the streets may create a social environment that is conducive to increased crime, which then discourages more people from walking, in particular the elderly, women and children.

Fear of crime is an important factor influencing travel choices. Women’s fear is greater than men’s, and women are more likely to avoid using public transport as a result.

Personal safety may also affect decisions to walk or cycle.

Social capital and inclusion and community severance

There is an observed relationship between positive social capital and health. Good transport planning, promoting less-car dominated environment, can enhance social capital by increasing the number of people walking or cycling on the streets and making the streets a place of social interaction.

Community severance results from the divisive effects of the provision and use of transport infrastructure: major roads and railways running through an existing community.

Climate change Greenhouse gases from transport contribute to climate change, which in addition to their global effects will affect the health of the population locally– particularly with an increase in flooding, summer temperature and frequency of extreme weather events leading to increased levels of fatalities, injury, infectious diseases, heat related deaths, skin cancer cases and cataracts.

Consultation question 2:

Do you think there are any other plans, policies or programmes which should be considered in the SEA for LTP3? If yes, please tell us what they are.

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4. Baseline Information 4.1 Introduction

The next task in SEA covers the collation of baseline information. The review of other policies, plans and programmes undertaken previously provided a considerable amount of baseline information and this has been complemented by collation of data on key indicators relating to the SEA topic areas.

More specifically, the SEA Directive states that the Environmental Report should provide information on:

“relevant aspects of the current state of the environment and the likely evolution thereof without implementation of the plan” and the “environmental characteristics of the areas likely to be significantly affected” (Annex I (b) (c))

and

“any existing environmental problems which are relevant to the plan or programme including, in particular, those relating to any areas of a particular environmental importance, such as areas designated pursuant to Directives 79/409/EEC (Birds Directive) and 92/43/EEC (Habitats Directive)” (Annex I (c)).

4.2 Methodology Information describing the baseline provides the basis for the prediction and monitoring of the effects of the implementation of LTP3. It can be used as a way of identifying problems as they occur and the impact of any policy changes that may be made.

Due to the fact that SEA is an iterative process, subsequent stages in its preparation and assessment might identify other issues and priorities that require the sourcing of additional data and/or information and identification of monitoring strategies. This makes the SEA process flexible, adaptable and responsive to changes in the baseline conditions and enables trends to be analysed over time.

The most efficient way to collate relevant baseline data is in the form of indicators. This ensures that the data collation carried out is both focused and effective. The identification of relevant indicators has taken place alongside the assessment of other relevant plans, policies and programmes (Task A1), the identification of sustainability issues (Task A3), and developing the SEA framework (Task A4).

It should be noted that the SEA process does not require the collection of primary data, but relies of the analysis of existing information. As such, where data gaps exist, this is highlighted in the report.

Indicators have been selected for their ability to provide objective data that will, over time, offer an insight into general trends taking place. Throughout the assessment process, the following issues will need to be addressed:

What is the current situation, including trends over time?

How far is the current situation from known thresholds, objectives or targets?

Are particularly sensitive or important elements of the environment, economy or society affected?

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Are the problems of a large or small scale, reversible or irreversible, permanent or temporary, direct or indirect?

How difficult would it be to prevent, reduce or compensate for any negative effect?

Have there been, or will there be, any significant cumulative or synergistic effects over time?

4.3 General Characteristics of Derby Derby is a major city of around 240,000 people. Together with Leicester and Nottingham, Derby forms part of the ‘Three Cities’ Sub-region of the East Midlands. As the third largest city in the East Midlands it is a regionally important centre and has been identified as part of the Three Cities and Three Counties New Growth Point.

Derby lies towards the southern end of Derbyshire on the River Derwent. It is bordered by the districts of Amber Valley to the north and west, Erewash to the east and South Derbyshire to the south. The urban area of the city extends to and in some areas, beyond the City boundary. The urban character is relieved and defined by ‘green wedges’ of open land which help to maintain and separate community identities. The city is surrounded by rural areas containing villages which have strong links with Derby for jobs, shopping and entertainment and it is a vibrant and cosmopolitan city with an impressive heritage and a bright future. Its northern and eastern boundaries are defined by green belt which prevents the coalescence of Derby and Nottingham.

The city has excellent transport connections by road and rail and has a strong manufacturing base. However, there are significant concentrations of social and economic deprivation in parts of the city.

The main natural and human environment constraints are illustrated in Appendix D, Figures D.2 and D.5.

4.4 Data Analysis The baseline data provides an overview of the environmental and social characteristics of LTP3 area and how these compare to the region and the UK. This overview is presented in Appendix B. The analysis of the baseline data has highlighted a number of key issues in Derby. These, together with implications and opportunities arising for LTP3, have been summarised in Table 5.1 and form part of Task A3 of the SEA process.

Data have been collated and analysed for the following indicators (as detailed in Appendix B):

Environmental Data

Number of sites designated for nature conservation

Area of Woodland

Extent of natural habitats

Existing Biodiversity Habitats (BAP)

Number of Regionally Important Geological and Geomorphological Sites (RIGGS)

Landscape Character Areas

Extent of Green Belts

Extent of Green Wedges

World Heritage Site (WHS)

Listed Buildings

Conservation Areas

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Scheduled Monuments

Registered Parks and Gardens

Archaeological Alert Areas

Extent of brownfield land

Dwellings built on previously developed land

Percentage built up area

Nitrates and phosphates in rivers

River water quality (chemical and biological quality)

Groundwater source protection zones (SPZ)

Risk of flooding

Total CO2 Emissions/ Percentage of road transport emission

Number of days PM10 24 hour standard is exceeded

Annual Mean PM10 concentrations

Annual Mean NO2 concentrations

Noise

Social Data

Indices of Deprivation

Percentage of households with income of less than £15,000

Percentage of children in families on out of work benefits

Total population

Population by age

Population density

Ethnicity

Residents by religion

Projected population

Household number and average size

Percentage of people who believe people from different backgrounds get on well in their local areas

Percentage of people who feel that they belong to their neighbourhood

Percentage of residents who feel fairly safe or very safe outside during the day

Percentage of residents who feel fairly safe or very safe outside after dark

Percentage of residents who think that they are being attacked because of their skin colour, ethnic origin or religion

Percentage of people with a high level of worry about car crime

Theft of a vehicle per 1,000 population

Theft from a vehicle per 1,000 population

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Modes of transport used to travel to work by the resident population

Distance travelled to work by the resident population

Distance travelled to work by the workplace population

Traffic growth

Traffic volume (million vehicle km)

Morning peak hour delays - average delay per mile

Traffic delay, by arterial routes into Derby in the am peak – average delay per mile

Inbound traffic flows

Public transport passenger journey per year

Buses running on time

Bus patronage

Number of cycling trips

Proportion of households with no access to a car

Percentage of residents who think that for their local area, over the past three years, the level of traffic congestion has got better or stayed the same

Satisfaction of residents with public transport

Percentage length of footpaths and rights of way which are easy to use

Percentage of the footway network which may require repair

Percentage of pedestrian crossing which have facilities for disabled people

Derby Midland Rail Station usage

Access to schools

Children living within 15 minutes travel time of a primary school by public transport

Children travelling to school by car

Number of visitors

Access to jobs

Working age population with access to employment by public transport, walking and cycling

Percentage of the population within 20 minutes walking time of 3 different sports facilities, where at least one has achieved a quality mark

Number of people killed and seriously injured on the roads (all)

Number of people killed and seriously injured on the roads (children)

Number of pedestrians killed or seriously injured on all roads in LTP area

Total number of road accident casualties (all)

Total number of road accident casualties (pedestrian)

Total number of road accident casualties (cyclists)

Health Specific Data

Average life expectancy at birth

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Gender split (i.e. vulnerable groups: women)

Percentage of children in families on out of work benefits (i.e. vulnerable groups: children in low-income families)

Percentage of households with income of less than £15,000 (i.e. vulnerable groups: low-income families)

Population by age (i.e. vulnerable groups: children and older people)

Percentage of people with a limiting long term illness (i.e. vulnerable groups: people with health problems)

Proportion of population with good, fairly and not good health

Mortality rates

Adult participation in sport

Children and young people’s participation in high quality PE and sport

Obesity (all)

Obesity (children)

Number of ‘health walk’ schemes

Provision of major public open space per 1,000 population

Access to Health facilities

4.5 Data Limitations The purpose and use of indicators is to provide quantified, objective information in order to show how things change over time. However, they do not explain why particular trends are occurring and the secondary, or knock-on, effects of any changes.

There are several gaps in the data collected as a result of not all the relevant information being available at the local level for recent time periods but it is believed that the data sets available provide a comprehensive overview of the sustainability situation in Derby. Data gaps include:

Local level data on Agricultural Land Classification

Noise tranquillity mapping/ Levels of noise

Data on number or percentage of disabled people in the area

Crime statistics associated with public transport

Consultation question 3:

Do you think there are any significant data missing or misrepresented? If yes, please give us details.

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5. Key environmental issues 5.1 Introduction

The next interlinked task in the SEA is the identification of key environmental issues. The requirement to identify problems and issues arises from the SEA Directive, where the Environmental Report required under the Directive should include:

“Any existing environmental problems which are relevant to the plan or programme including, in particular, those relating to any areas of particular environmental importance, such as areas designated pursuant to Directives 79/409/EEC and 92/43/EEC” (Annex I(d))

The identification of environmental issues of particular significance in Derby provides an opportunity to define key issues for LTP3 and to improve and refine objectives and options. The analysis of environmental issues influences the baseline and the SEA framework, in particular in identifying and selecting indicators and targets. This section describes the current situation and highlights the key issues faced within Derby. It does not attempt to cover all the issues but identifies those that are considered to be a priority in terms of the environmental sustainability of the LTP area.

5.2 Methodology The key sustainability issues for Derby have been derived by analysing the baseline data and contextual information, objectives and issues from other plans, policies and programmes and assessing what the likely significant issues will be over the longer term i.e. 20 years plus. The analysis of environmental issues is an ongoing and iterative process. As the SEA develops with further stakeholder involvement, the analysis of key issues is likely to evolve.

5.3 Issues Issues that have been identified that had particular relevance to transport include:

Threats to biodiversity, including nature conservation sites, geological sites, habitats and species;

Pressure on the local historic environment;

Pressure on Derby’s landscape and townscape character;

Pressure on land resources;

Effects on local air quality, related to high traffic flows and associated congestion;

Contribution to Climate Change with increase of Greenhouse gas emissions (GHG), in particular CO2 due to traffic growth;

Increased risk of flooding;

High levels of waste generation and natural resources consumption;

Pressure on water resources;

Population growth and demographic make-up of the local population;

Loss of tranquillity, related to increasing levels of noise and lighting

Deprivation;

Lack of community cohesion;

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Traffic growth and associated congestion;

Pressure on public transport infrastructure;

Accessibility to key services, facilities and employment;

Road safety for all travellers;

General health;

Health inequalities; and

Physical activity and open space.

Table 5.1 below presents the results of the analysis of key environmental issues.

Table 5.1 - Key Sustainability Issues

No Key Issue Implications/Opportunities for LTP3

SEA Topic

Environmental

1. Threats to biodiversity and geodiversity

Derby is home to a number of statutory and non-statutory designations.

Statutory designations include:

1 SSSI (Boulton Moor SSSI);

64 locally designated wildlife sites covering 554 ha; 99ha of woodland including 2 ancient woodlands;

10 Local Nature Reserves, equivalent to 0.8ha per 1,000 population; and

11 Regionally Important Geological and Geomorphological Sites (RIGGS).

Non-statutory designations include:

1,385ha of Green Wedges, providing multiple benefits such as improved connectivity, public open space and biodiversity conservation.

187km of hedgerows, of which 40% are recognised as species rich and considered valuable for wildlife.

The Lowland Derbyshire BAP identified that Derby is home to some species found nowhere else in Derbyshire such as the Dark Bush Cricket. Many unusual or uncommon species including White Clawed Crayfish, Great Crested Newts, otter and badger.

New transport projects have potential to impact on the sites of ecological value through landtake for infrastructure and such construction and operational impacts as noise, dust and drainage.

LTP3 should aim to protect designated areas and other areas of ecological and geological value. Opportunities for new habitat creation and enhancement should be explored. The potential for biodiversity creation on brownfield sites should also be taken into account.

Biodiversity, fauna, flora

2. Pressure on the local historic environment

Derby’s environment contains a number of historic assets and features. The most noteworthy is the internationally designated Derwent Valley Mills

LTP3 should aim to protect designated and non-designated heritage assets and their settings.

Cultural heritage

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No Key Issue Implications/Opportunities for LTP3

SEA Topic

World Heritage Site. This extends approximately 15 miles along the River Derwent from the industrial museum in Derby City, through Amber Valley and up to Mason Mill in Matlock Bath.

Visitors to Derby numbered 7,105,000 in 2006 and popularity is expected to increase, which may lead to an increase in congestion.

Other designated features within Derby include 387 Listed buildings, of which 2% of Grade II and 2% of Grade I and II* are at risk; 292 Locally Listed Buildings; 15 Conservation Areas; 3 Registered Historic Parks and Gardens; 8 Scheduled Monuments; and 9 Archaeological Alert Areas.

New transport projects have potential to impact on the city’s heritage assets through physical works in the Conservation areas or within the settings of designated buildings and structures. Physical works can also lead to the damage of known or unknown archaeological sites.

Opportunities for improving settings should be explored. LTP3 should also ensure that important historic or archaeological features are preserved in-situ or that appropriate excavation works and recording are implemented prior to development. Opportunities to improve access to the local historic environment should be promoted through LTP; which should focus on sustainable modes that will enhance the setting of features.

3. Pressure on Derby’s landscape and townscape character

Derby’s historic townscape comprises important medieval architecture through to early 20th century buildings. A key asset is also the number of parks and open spaces around the city.

In 2004 there were 6 Landscape Character Areas identified within Derby: Derbyshire Peak Fringe and Lower Derwent, Nottinghamshire, Derbyshire and Yorkshire Coalfield, Needwood and South Derbyshire Claylands, Trent Valley Washlands, Melbourne Parklands and Leicestershire and South Derbyshire Coalfield. There is also 245ha of Green Belt land to the east and north of the city and 1,385ha of Green Wedges, which are valuable to the landscape and townscape of the plan area.

New transport projects have potential to impact on the city’s landscape and townscape through additional land-take for built development. This may result in negative visual effects through the loss of natural features or important structures, as well as from the built development itself.

LTP3 content should seek to preserve and enhance the character of the city’s landscape and townscape by minimising development in greenspace and areas of valued landscape or townscape character. Opportunities for townscape and landscape enhancement should be explored, e.g. through sympathetic design and enhancements to existing landscape improvement areas.

Landscape and townscape

4. Pressure on land resources

68% of the city’s land area is built up and the availability of sites is considered relatively limited. There is 224ha of brownfield land, which is considered a healthy stock but this may not be sustained in the long term due to increased development pressure. Current trends show that 83% of buildings were built on previously developed land; which is a high proportion compared with

LTP3 should support policies to ensure that land is efficiently used.

Soil, townscape, material assets

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No Key Issue Implications/Opportunities for LTP3

SEA Topic

national targets for 60%.

5. Poor air quality Derby has two designated Air Quality Management Areas (AQMAs) for NO2. The first is focussed around the inner and outer ring road and the second is around a section of the A52 in Spondon. A small area around Victory Road is a designated AQMA for PM10. However, this was due to an industrial source which has now ceased operating. In 2008, annual mean nitrogen dioxide levels and daily mean PM10 concentrations were assessed and were estimated to exceed limits in the AQMA areas of the City. .

LTP should investigate the options for improving local air quality (e.g. alleviation of congestion problems, promotion of sustainable modes of transport and creation of inter-modal interchanges) as an intrinsic part of the purpose of LTP3.

Air, Population, Human Health, Climatic Factors

6. Contribution to Climate Change with increase of Greenhouse gas emissions (GHG), in particular CO2

Derby City Council wishes to make a contribution to meeting the UK target of reducing CO2 emissions by 80% below 1990 levels by the year 2050. In 2007, CO2 emissions were from the following sources:

Industry and commercial emissions (793,000 tonnes, equivalent to 46.5% of the total CO2

emissions);

Domestic emissions (521,000 tonnes equivalent to 30.6% of the total CO2 emissions); and

Road transport emissions (388,000 tonnes equivalent to 22.8% of the total CO2 emissions).

Between 2005 and 2007 levels of total CO2 emissions and CO2 emissions from road transport fluctuated. Levels of total CO2 emissions fluctuated between 1,670,000 tonnes and 1,747,000 tonnes. Levels of CO2 emissions from road transport fluctuated between 386,000 tonnes (equivalent to 23.1% of total CO2 emissions) and 396,000 tonnes (equivalent to 22.7% of total CO2 emissions). Traffic growth, along with population growth, is likely to result in an overall increase in CO2 emissions from all sources.

LTP3 should seek to ensure that reducing Greenhouse gases, in particular CO2, is a fundamental principle of LTP policy.

Air, Population, Human Health,

Climatic Factors, Material Assets

7. Increased risk of flooding

Significant parts of the City, including the A52, inner Ring Road, East Gate, Meadow Road, are at increased risk from flooding. 1,251ha of land falls within Flood Zone 3 and 1,567ha within Flood Zone 2, which is 20% of the city area, making this an issue for Derby.

Some of Derby’s flood defences are reaching the end of their design life. There is an increased risk of flooding in some areas caused by factors such as development on the floodplain and climate change is likely to worsen the situation.

To try to mitigate the impact of flood risk, no

LTP3 should recognise that climate change is likely to worsen the risk of flooding and seek to ensure that transport infrastructure minimise any negative effect arising from flooding (e.g. by incorporating SUDS in road drainage design and park and ride sites to reduce flood risk).

Water, Material Assets, Climatic factors

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No Key Issue Implications/Opportunities for LTP3

SEA Topic

applications for development were granted within flood zones in 2008/09.

New transport schemes can aggravate the existing flood risk by requiring land-take from waterways and by changing the drainage regime from land in transport use.

8. High levels of waste generation and natural resources consumption

Two key elements of natural resource consumption are the use of fossil fuels, and the increased consumption of unnecessary goods and services, which lead to increases in waste to landfill.

Levels of waste are likely to increase in line with population and economic growth. This growth will be supported by new transport infrastructure, from which waste may be generated through construction activities. Also with more waste being produced, the amount of trips to transport such waste is likely to increase, thus generating more traffic. Fossil fuel use is also a key issue in energy generation in Derby. ‘Towards a Regional Energy Strategy’ estimates that overall energy consumption in the entire region (Derby and Derbyshire) will increase by over 15% by 2020. The transport sector accounts for a major proportion of energy use, mainly through the consumption of fuel.

LTP3 should seek to promote minimisation of natural resources consumption and waste (e.g. through the use of secondary and recycled materials in transport schemes’ construction, including road construction and maintenance). LTP3 can also promote a modal shift to more sustainable transport modes, therefore reducing fuel consumption.

Waste, Material Assets

9. Pressure on water resources

The River Derwent is regarded as one of the most important wildlife sites in the City. Between 2000 and 2008, the water quality ranged from good to very good and performed well in terms of both biological and chemical quality.

There are also a number of smaller watercourses in the area such as Markeaton Brook, other water areas and ponds, some of which are recognised for biological value.

The River Derwent Corridor is also valued in terms of recreation, landscape character and biodiversity, with local conservation sites located along the river and the potential for protected species.

There are two Groundwater Source Protection Zones in the City: one extensive around the River Derwent and the other in the City centre.

Water consumption is around 136 litres/head/day for Derby residents and this is comparable to regional and national averages.

Although river water quality varies from good to very good, increases in development puts additional pressure on drainage systems and increases the potential for contamination of ground and surface waters.

LTP3 should seek to prevent watercourses and groundwater pollution (e.g. by incorporating SUDS in road drainage design and park and ride sites to enhance water quality and reduce pollution and flood risk). LTP3 also presents an opportunity to enhance public access to the River Derwent for recreation and leisure.

Water

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No Key Issue Implications/Opportunities for LTP3

SEA Topic

Social

10. Population and demographic make-up of the local population

The population of Derby was 236,300 in 2006, with 92,403 households of an average size of 4.2 and the population density of the City is 2.861 people per sq. km.

Population increases have occurred in almost all age groups in 2007 compared to the 2001 Census, however certain age groups have experienced more notable increases. The 20 to 29 year age group for example is estimated to have increased by 22% (6,711 people), whilst the 40 to 49 year old age group has increased by around 26% (7,041 people). There was also a 10% increase in the number of octogenarians in Derby between 2002 and 2007, with around 10,028 people aged 80 and over living in the City.

Increased population pressure on transport infrastructure may lead to shortages in provision. Further, increased diversity in the population may lead to the creation of mental or physical barriers to the accessibility of public transport or walking and cycling routes.

LTP3 should consider the specific transport needs of all age groups and also particular special needs, such as accessible facilities and community transport schemes for the increasing aged population.

Population

11. Loss of tranquillity, related to increasing levels of noise and lighting

Noise pollution arises from the effects of vibration of roads and other infrastructure, as well as from vehicles themselves. Transport infrastructure also tends to lead to an increase light pollution. Noise and light pollution may have a negative impact on community health and biodiversity. Complete Defra noise maps will only be available in 2011 but Defra has identified a number of First Priority Locations in Derby for Noise Action Plans (see Figure D.4).

Future population and traffic growth, with associated congestion, are likely to increase existing levels of noise. DCC is committed to managing noise and for example, anticipate developing a noise action plan during the lifetime of LTP3, subject to guidance from Defra.

LTP3 should seek to minimise noise pollution, especially that generated by traffic.

Opportunity for LTP3 to minimise light pollution through measures that consider local sensitive receptors, such as timers on street lights.

Population, Human Health

12. Deprivation

In 2008, approximately 23% of children in Derby lived with families claiming unemployment benefits. This rate was higher than the UK average of 20%. In 2006 24% of Derby City households had an income of less than £15,000.

Derby ranks as 69th out of 354 local authorities in the Deprivation Ranking where rank no. 1 is most deprived. Although Derby performed better than

LTP3 should aim to promote accessibility by public transport, walking and cycling particularly to/from relatively deprived areas to employment opportunities and key services and facilities.

Population

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some other cities of comparable size - Nottingham (13th) and Leicester (20th) in 2007, it does not perform as well as the rest of Derbyshire, with Bolsover being the only exception.

Deprivation can result in a lack of mobility within communities, which may result from a lack of private transportation.

13. Lack of community cohesion

The percentage of people who believe people from different backgrounds get on well in their local areas increased from 73.6% in 2006/07 (CSP Survey) to 77.4% in 2008. If the 2010/11 target (81.2%) is to be achieved, the trend will be improving.

In 2003-04 around 39% of Derby’s local residents that suffered some sort of physical and/or verbal attack claim that they were attacked because of their skin colour, ethnic origin or religion, which made this issue a very big or fairly big problem in their local area.

LTP3 should encourage community cohesion and safety, e.g. by ensuring that people from different groups and backgrounds have the same opportunities with regards to transport. LTP3 should seek to reduce the fear of crime as well as actual crime levels on public transport as well as within the walking and cycling network.

Population

14. Traffic growth and associated congestion

Traffic growth increased 5.1% between 2000 and 2007, exceeding that seen in Leicester (3.8%) and Nottingham (1.9%). Although Derby’s traffic growth was lower than the national average, traffic in the East Midlands Region (11.3%) has grown well above the national average trend (9.2%) between 2000 and 2007.

In part, traffic growth in Derby and the East Midlands as a whole is linked to the Region’s population and strong economic growth. Another main reason for traffic growth and associated congestion could be dependence on the private car and a perceived comparatively expensive public transport system.

Car ownership in Derby and the East Midlands region has increased which is thought to be mainly due to the fact that the cost of owning and running a car has fallen significantly in recent years.

Whilst motoring costs have been falling, the costs of using public transport have increased significantly. For example rail fares have increased by 7%, and bus fares have risen by 16.5% between 1997 and 2008. Public transport travel costs are likely to continue to increase in real terms compared to the private motor vehicle.

Due to traffic growth, significant parts of the highway network within the Derby LTP area are either at or close to capacity during the weekday morning (0800-0900) and evening (1700-1800) peaks, limiting the amount of traffic growth that could occur during these periods. In the hours

LTP3 should aim to minimise traffic growth and congestion, particularly at peak times, e.g. through encouraging modal shift by facilitating a widening travel choice through quality integrated facilities and services, walking and cycling improvements, demand management, network management, travel planning and intelligent transport systems. LTP3 should also promote integrated transport infrastructure with patterns of land use which reduce the need to travel, particularly by car.

Air, Climatic factors, Human health

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adjacent to the peaks, there is still scope for significant traffic growth as there is spare network capacity. Where the volume of traffic begins to exceed the design capacity of a road, delays will occur that eventually lead to congestion.

Congestion and its associated negative environmental and social impacts were recognised as major problem for Derby. It causes delays to all road users and has a significant effect upon the operation of public transport services both in terms of having reliable journey times and being able to operate in accordance with published timetables.

Delays due to congestion were estimated to increase significantly by 2016 and in the morning peak congestion was predicted to increase by 47%.

15. Pressure on public transport infrastructure

In 2008, approximately 83.6% of Derby’s working age population had access to employment by public transport. In addition, the Derby Joint LTP Progress Report, December 2008 reported that bus passenger journeys have outperformed the target for three out of the four years since 2004/05.

Derby’s population is projected to increase by 8.4% between 2004 and 2029 and the growing population, along with the growing number of visitors, will put extra pressure on the city’s transport infrastructure.

Public transport links within Derby and connections to the wider Housing Market Area are mainly dominated by bus transport, which is reflective of patterns across the UK. Buses are a flexible and efficient way to provide public transport, providing a high level of accessibility by following the road network without the need for significant infrastructure investment. Buses are likely to remain the main mode of public transport in Derby in the foreseeable future because of the physical size and population of the city.

Although the residents’ satisfaction with the local bus service increased between 2000 and 2007, several issues and related problems have been raised:

- the quality of bus provision is not consistent across Derby city, in particular the lack of orbital routes and interchange in the city centre result in the bus network being unattractive for cross city movements;

- public transport fares and pricing structure are perceived to be expensive

- limited bus services in certain areas of the city

- congestion causes delay to public transport

LTP3 needs to take account of the expected increase in population and visitors, as outlined above (local historic environment) by ensuring that the public transport infrastructure provision can cope with demand. Opportunities to promote more walking, cycling and use of public transport such as rail and bus should be included. LTP3 should also capitalise on opportunities to lower public transport overall costs and improve reliability on services provided, to induce the local community to use public transport more often and on a regular basis.

Material assets

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passengers at all stages of journeys.

In terms of other public transport provision, rail use has also increased. Between 2002 and 2008 it was recorded that, based on ticket sales, the Derby Midland rail station usage increased approximately 20%.

16. Accessibility to key services, facilities and employment

Accessibility to key services, facilities and opportunities for employment, education and recreation are fundamental to individual and communal quality of life.

Accessibility across Derby can be considered as ‘good’ for all segments of the community, including those from disadvantaged communities. However, the main accessibility problems are localised where people from disadvantaged communities have fewer transport choices. In addition, the ageing population has increased the need for accessible local services and facilities to meet everyday needs.

Furthermore, congestion negatively effects the reliability of public transport services, which can discourage a shift away from the private car, through reducing accessibility for bus users. This effect can lead to reduced equality of opportunity and quality of life.

In terms of accessibility to employment, in 2008 approximately 83.6% of Derby’s working age population had access to employment by public transport.

Almost all residential areas fall within 30 minutes public transport travel time to a GP. However, accessibility to hospitals is not as good, with areas of Oakwood, Spondon and parts of Allestree and Chellaston falling beyond 30 minutes’ travel time. Closure of the Derbyshire Royal Infirmary and the transfer of services to the Derby City General Hospital have caused concerns to be raised about the lack of direct bus services from the southern suburbs of the city to the hospital.

LTP3 should seek to maximise people’s accessibility to services and facilities such as employment, sports facilities, shops, schools and hospitals. Opportunities to promote inclusive accessibility by taking account of the needs of disabled people as pedestrians, public transport users and motorists should be integrated into the plan.

Population, Human health, Material assets

17. Road safety for all travellers

110 people were killed or seriously injured on Derby’s roads in 2008/09. Although the trend was relatively stable between 2003 and 2005, the target for a reduction to 106 in 2008-09 was not achieved. The rate of road injuries and deaths in Derby (45.1 per 100,000 population) is lower than the national average of 54.3 per 100,000 population.

In 2005, there were 936 road casualties in Derby, from which 142 involved pedestrians and 85 involved cyclists. Although between 2003 and 2005

LTP3 should enhance safety for all road users including pedestrians, and aim to reduce the rate of transport collisions and other incidents (e.g. through reducing traffic growth and congestion).

Population, Material assets

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the total number of road accident casualties (all, including pedestrians and cyclists) decreased, this is still considered a serious issue in Derby.

Health Specific

18. General health

The general health of 90.1% of Derby and Derbyshire’s household population was defined as ‘good’ or ‘fairly good’ in the 2001 Census, below the national rate of 91.2%. The remaining 9.9% of Derby and Derbyshire’s population’s health was defined as ‘not good’. Life expectancy was 74.9 for men and 79.8 for women in 2001, falling below the national average of 76.1 and 80.7 respectively.

In 2006-07 mortality rates under the age of 75 were 104 from all circulatory diseases and 116 from cancers. Mortality rate for all ages from respiratory disease is an average of 121 in Derby, which is higher than the national average of 110.7. This problem may get worse if local air quality decreases.

According to the 2001 Census, approximately 19.3% of people had a limiting long term illness in Derby. This is a higher percentage compared to the regional (18.4%) and national (17.9%) averages.

The most health deprived neighbourhoods within Derby are Abbey, Alvaston, Chaddesden, Derwent and Sinfin.

LTP3 should encourage healthier lifestyles by providing environments that promote good physical and mental health (e.g. through promotion of sustainable modes of transport, improvement of local air quality).

Population, Human Health

19. Health inequalities

Significant inequalities exist in public health. Research shows that lower socio-economic groups are more likely to experience health inequalities due to:

inadequate level of understanding of factors and behaviours that affect health;

fewer resources to devote to healthy goods and services.13

Research relating to the links between transport and health inequalities shows that:

People without access to a car are more likely to experience health problems as a result of lack of access to essential services and amenities and increased level of social exclusion;

Disadvantaged groups are more likely to be involved in a traffic collision due to, for example, geographical inequalities, as cheaper housing is

LTP3 should help identify what forms of intervention best contribute to reducing health inequalities, for example through personalising messages for population subgroups, including those with low understanding of factors and behaviours that affect health where the prevalence of chronic diseases is often high.

LTP3 should seek to reduce inequalities in health through the provision of transport infrastructure away from residential areas and the enhancement of existing provision to provide measures such as traffic calming and green space for recreation.

LTP3 should also improve

Human Health

13 Securing Good Health for the Whole Population, Derek Wanless 2004

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often available in less desirable areas such as adjacent to busy roads;

the pedestrian death rate for children from families in social class V is higher than for children of social class I14;.

speeding is more common in less affluent areas. 15

accessibility to health and recreation facilities and community facilities and amenities for all by affordable and efficient transport systems.

20. Physical activity and open space

The percentage of physically active adults in Derby increased from 10.4% to 12.5% over the period of 2005 to 2008. However, the 2007/08 level was still well below the target of 22.33% set for the following year (2008/09). The percentage of children and young people’s participation in high quality PE and sport in Derby increased from 87.7% in 2006/07 to 90.2% in 2007/08, which exceeded the target of 83% for the following year (2008/09).

There is 2.43 ha of major public open space per 1,000 population; and between 2003 and 2004, 74% of residents of Derby were satisfied with their local parks. There are 6 Walk for Health sites in Derby City.

LTP3 should encourage public accessibility to open space and the movement of people into green open areas via an integrated network of green space into and through the City. It should also encourage regular physical activity for children and adults, including walking and cycling, as part of a healthy lifestyle, aiming to reduce the levels of obesity and associated negative health impacts.

Population, Human Health

Consultation question 4:

Do you believe there any other strategies, health or environmental issues in Derby which the LTP3 should consider? If yes, please tell us what they are.

14 I - Professional etc occupations; II - Managerial and Technical occupations; III - Skilled occupations; IV Partly-skilled occupations; V - Unskilled occupations 15 Health Impact Assessment of Transport Initiatives A Guide, Health Scotland, MRC Social and Public Health Sciences Unit and Institute of Occupational Medicine 2007

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6. SEA Framework 6.1 Introduction

The next task is the development of the SEA framework, which is a key component in completing the SEA. The SEA framework synthesises the baseline information and sustainability issues into a systematic and easily understood tool that allows the prediction and assessment of effects considered likely to arise from the implementation of LTP3. Though the SEA Directive does not specifically require the use of objectives or indicators in the SEA process, they are a recognised and useful way in which environmental effects can be described, analysed and compared at key stages of the plan development. The use of objectives is fundamental to NATA.

6.2 Methodology The SEA objectives derived as part of the October 2005 SEA of LTP2 and the July 2008 Sustainability Appraisal objectives of the Derby City Council Core Strategy were the starting point for this exercise. Both sets of objectives are presented in Appendix C. The relevance of these objectives has been gauged against the themes identified from the various PPPs that were reviewed as part of Task A1 and the identification of key sustainability issues (Task A3) in order to draw up a draft set of objectives and indicators.

A set of 17 draft objectives and associated indicators has been drawn up. The SEA objectives have been worded so that they reflect one single desired direction of change for the theme concerned and do not overlap with other objectives. They include both externally imposed social and environmental objectives; as well as others devised specifically in relation to the context of the Derby LTP3. The SEA objectives have also been worded to take account of local circumstances and concerns feeding from the analysis of sustainability issues.

A preliminary set of indicators has been derived to provide a clarification of the intended interpretation of each objective and capture the change likely to arise from LTP3 implementation. This set of indicators is a combination of indicators for which baseline data is currently available in the Council area and new (significant effect) indicators which are not currently monitored. The new (significant effect) indicators proposed may require monitoring by relevant bodies should significant effects relating to the SEA objectives concerned be predicted as part of the assessment of the LTP3 effects during SEA Stage B. The preliminary set of indicators will play a role in the assessment of the LTP3 itself by providing an indication of the type of effects which will be considered in the assessments. As the SEA progresses this set of indicators will also be refined for the purposes of establishing a monitoring programme.

6.3 Results The SEA framework of objectives and indicators against which it is proposed to assess LTP3 is set out in Table 6.1.

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Table 6.1 - SEA Framework

Key to Data Availability for Indicators Bold = Known data for Derby City Council Italic = Known data for Derbyshire and/or East Midlands Region Underlined = Data for Derby City Council and/or East Midlands Region unavailable as

indicator currently not monitored

No SEA Objective Indicator(s) SEA Topic

Air

1 To protect and enhance local air quality, in particular in Air Quality Management Areas

Levels of main air pollutants Air

Air Quality pollutant concentration within AQMAs - emissions and/or vehicle flows (sourced from LTP2 monitoring)

Number of Air Quality Management Areas (AQMA)

Air quality – % reduction in NOx and primary PM10 emissions through local authority’s estate and operations (NI194)

2 To minimise the emissions of greenhouse gases from the transport network, helping to reduce Derby’s contribution to climate change

CO2 emissions for transport sector (tonnes per year) (NI 186)

Climatic factors

CO2 Emissions (total) (NI 186)

Children travelling to school - mode of transport usually used (NI 198)

Vehicle kilometres travelled per year

Biodiversity

3 To protect and wherever possible enhance biodiversity, in particular designated sites and important habitats and species and explore opportunities for green infrastructure

Number, area and condition of designated sites Biodiversity, Flora and

Fauna Population and spatial distribution of priority species

Type, area and condition of locally important habitats

Improved local biodiversity - proportion of Local Sites where active conservation management is being achieved (NI 197)

Designated sites affected by transport proposals

Historic Environment

4 To conserve and protect the buildings, sites and features of archaeological, historical or architectural interest and their settings

Number of listed buildings and proportion considered at risk

Cultural Heritage

Number of Registered Parks and Gardens

Number of Archaeological Alert Areas

Archaeological sites affected by transport schemes

Landscape/ Townscape

5 To protect and enhance landscape and townscape character

Number/Area of Designated Landscapes Landscape

Extent of Green Belts

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Extent of Green Wedges

Area covered by Rights of Way Improvement Plans

% of Rights of Way that are easy to use (former BVPI 178)

6 To protect, enhance, and promote the enjoyment of open spaces

Area covered by Rights of Way Improvement Plans

Biodiversity, landscape, water, soil,

human health

% of Rights of Way that are easy to use (former BVPI 178)

% change in area of open space by new or planned transport schemes

Soil and Water including Flooding

7 To conserve soil resources and quality and seek to prevent land contamination associated with transport

Total area of grade 1, 2 or 3a agricultural land Soil

Previously developed land that has been vacant or derelict for more than 5 years (NI 170)

Housing built on previously developed land (PDL)

% of built up area

Extent of Brownfield land

8 To protect and enhance the water environment

% of water course classified as good or fair biological and chemical quality

Water, Soil

Groundwater source protection zones (SPZ)

% of transport schemes incorporating conditions to protect groundwater, where these have been requested by the Environment Agency

% of transport schemes incorporating conditions (such as SUDS) to protect surface water, where these have been requested by the Environment Agency

9 To reduce vulnerability to climate change by minimising the impact of flooding and effects from other adverse weather conditions

Area at risk of flooding Climatic factors, Water Number of new transport schemes in flood

risk areas

Planning to Adapt to Climate Change (NI 188)

Material Assets

10 To manage and conserve natural resources and minimise the production of waste

% of recycling rates Material Assets

Proportion of recycled aggregates used in road construction

Number of locations for refuse and recyclables with improved accessibility

Residual household waste per household

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(NI 191)

Percentage of household waste sent for reuse, recycling and composting (NI 192)

Percentage of municipal waste landfilled (NI 193)

11 To increase energy efficiency and increase the use of renewable energy

Number of transport schemes featuring energy efficient design and/or renewable energy devices

Climatic Factors, Material Assets

Health

12 To reduce noise and vibration and light pollution related to transport

Number of noise complaints received (all) Human Health,

Population Number of noise complaints received relating to transport activities

Proportion of street lamps with downward beam

% of road network surfaced with low noise materials

13 To protect and improve the health of Derby’s population and reduce health inequalities between areas and groups

Mortality rates by cause (focus on cardiovascular and respiratory statistics) (NI120)

Human Health,

Population

Number of ‘health walk’ schemes

Access to services and facilities by public transport, walking and cycling (NI 175)

Working age people with access to employment by public transport (and other specified modes) (NI 176)

Satisfaction with public transport

Average life expectancy at birth

% of people with a limiting long term illness

% people who describe their health as good/ fairly good/ not good

Adult participation in sport

Children and young people’s participation in high quality PE and sport (NI 57)

Obesity

Public open space per 1,000 population

% of public transport accessible to disable people (e.g. No of stations with step-free access)

New and improved walking and cycling routes with a specific focus on more deprived areas

Levels of main air pollutants

Healthy life expectancy (HLE) at age 65 (NI

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No SEA Objective Indicator(s) SEA Topic

137)

Percentage of residents who feel fairly safe or very safe outside during the day and after dark

Safety

14 To reduce crime and fear of crime and promote community safety

Recorded crimes per 1,000 people Human Health,

Population Vehicle crime per 1,000 population

Theft of a vehicle per 1,000 population

Percentage of people with a high level of worry about car crime

Number of reported crimes on public transport

% of residents who feel fairly safe or very safe outside during the day and after dark

15 To improve road safety and reduce number of road traffic collisions and other transport related incidents

People killed or seriously injured in road traffic accidents (NI 47 (All KSI)

Human Health,

Population Total number of road accidents casualties

Number of people killed and seriously injured on the roads (children)

Transport, Connectivity and Accessibility

16 To improve accessibility to employment opportunities, key facilities and services for all residents and visitors to the Derby LTP area

Accessibility Indices Population

Percentage length of footpaths and rights of way which are easy to use BVPI 178

Pedestrian Crossings with Facilities for Disabled People

Children travelling to school by car (NI198)

Access to services and facilities by public transport, walking and cycling (NI 175)

Working age people with access to employment by public transport (and other specified modes) (NI 176)

17 To reduce road traffic and congestion

Modal Share Population, Human

Health, Air, Climatic Factors

Bus Patronage (BVPI 102)

Satisfaction with local bus services (BVPI 104)

Congestion – average journey time per mile during the morning peak (NI167) (sourced from LTP2 monitoring)

Children travelling to school - mode of transport usually used (NI 198)

Bus Punctuality

Traffic Volumes

Local bus passenger journeys originating in

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No SEA Objective Indicator(s) SEA Topic

the authority area (NI 177)

Change in area wide traffic mileage

Percentage of residents who think that for their local area, over the past three years, the level of traffic congestion has got better or stayed the same

Cycling Trips

Travel plan coverage (proportion of workforce)

Distance travelled to work by the resident population

Traffic growth

Traffic delay

Inbound traffic flows

Public transport passenger journey

Bus passenger journeys per day

Working age people with access to employment by public transport (and other specified modes) (NI 176)

Morning peak time - average journey time

Inbound peak traffic flows

Consultation question 5:

Do you agree with the proposed SEA framework? Are objectives and indicators suggested appropriate? If not, please suggest amendments or additions.

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6.3.1 Predicted Future Trends

The starting points for the prediction of future trends are current conditions and trends. The existing environmental and social baseline and associated current trends for Derby are presented in Appendix B.

The SEA Directive requires the consideration of the likely evolution of the state of the environment without the implementation of LTP3. During the lifetime of LTP3 it is predicted that there will be a number of external and internal influences and variables which could affect Derby as well as Derbyshire as a whole. The key documents, at a local level, that will influence Derby’s future trends without the implementation of LTP3 are:

Derby City Council Local Development Framework documents including the Core Strategy

Sustainable Community Strategy

The SEA framework (Table 6.1) is the key tool used in the assessment of effects. The prediction of effects, in terms of their magnitude, frequency, duration, and spatial extent, is conducted via detailed analysis of the baseline data. It is thus important to ensure that critical aspects of the baseline can be directly related to the objectives and indicators of the SA framework. Determining the significance of predicted effects is perhaps the most critical task in the SA. The picture that the baseline presents in terms of the SA framework is the starting point for this.

Table 6.2 presents a preliminary analysis of the fundamental characteristics of the baseline (current conditions and predicted trends without LTP3) against the draft SEA objectives using a simple three-point normative scale as follows:

Current Conditions - good/moderate/poor;

Future Trends (without plan implementation) - improving/stable/declining;

From Table 6.2 it is clear that without the implementation of LTP3, the predicted future trends show a decline in performance against a number of SEA objectives. In particular, without LTP3 guiding future transport policy and schemes in Derby, environmental conditions such as air quality, levels of noise, vibration and light, consumption of natural resources and waste production, road traffic and congestion are likely to worsen.

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Table 6.2 - SEA Baseline Condition and Future Trends Summary

SEA Objective Baseline Condition

Future Trends

without LTP3

Limitations of Data

Commentary

1 To protect and enhance local air quality, in particular in Air Quality Management Areas

Poor Declining No data limitations

The existing Air Quality Management Areas within Derby are closely associated with congestion that happens mainly around the inner and outer ring roads and a section of the A52 in Spondon. There is a policy in the existing Derby Local Plan that aims to reduce congestion thus improving air quality, however without LTP3 it is unlikely that the necessary controls, such as the management of traffic growth and congestion through specific measures such as encouragement of modal shift, walking and cycling, will be in place to benefit air quality.

2 To minimise the emissions of greenhouse gases from the transport network, helping to reduce Derby’s contribution to climate change

Moderate Declining No data limitations

Derby City’s per capita CO2 emissions are currently below the regional and national averages, although climate change is still a local issue, which is likely to increase in relative importance. Additional transport schemes are likely to result in traffic growth, thus increasing the actual levels of CO2 emissions. Without LTP3 transport CO2 emissions will therefore most likely continue to increase. Through encouraging modal shift from car use to walking, cycling and public transport use, LTP3 is likely to result in a reduction in the rate of increase in CO2 emissions from transport but it may not contribute to an overall reduction in emissions from transport due to additional transport schemes and traffic growth.

3 To protect and wherever possible enhance biodiversity, in particular designated sites and important habitats and species and explore opportunities for green infrastructure

Moderate Improving No data limitations

Although only 10% of the Derbyshire RIGGS are located within Derby City and the extent of woodland within the City area is recognised as being an under-represented habitat, Derby has an important green infrastructure network ranging from Green Belt and Green Wedges to local corridors which are considered to be under pressure. Also the sites designated for nature conservation can be considered under pressure from development within the city limits. The Core Strategy is likely to include measures to improve biodiversity and the Sustainable Community Strategy seeks to ensure that development protects and promotes the green heritage of the city, including its green wedges and biodiversity. Even if LTP3 is not implemented, the Core Strategy and Sustainable Community Strategy policies are likely to protect and enhance biodiversity from development including from transport schemes.

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SEA Objective Baseline Condition

Future Trends

without LTP3

Limitations of Data

Commentary

4 To conserve and protect the buildings, sites and features of archaeological, historical or architectural interest and their settings

Moderate Declining No data limitations

Derby has an important built heritage, including the Derwent Valley Mills World Heritage Site, 387 Listed Buildings, 15 Conservation Areas, 8 Scheduled Monuments, 3 Registered Parks and Gardens and 9 Archaeological Alert Areas. However, increased volumes of traffic, inappropriate use of roads, (e.g. weight restriction breeches), street clutter and design alterations have significant detrimental effects on historic buildings and areas. Although the Core Strategy will seek to protect and enhance the built heritage by managing developments, without LTP3 it is unlikely traffic volumes and congestion will be addressed.

5 To protect and enhance landscape and townscape character

Moderate Stable No data limitations

There are 6 Landscape Character Areas within Derby and an important green infrastructure network ranging from Green Belt and Green Wedges to local corridors. The Green Belt land designated to the east and north of the City protected Derby from coalescing with Nottingham built up area and the Green Wedge land area performs the function of defining and enhancing the urban structure of Derby and of bringing the countryside closer to the city. However, the pressure on these green resources is likely to increase significantly and, although the Core Strategy will aim to protect such areas, LTP3 will play a key role in ensuring that future transport schemes will not negatively affect the landscape and townscape character.

6 To protect, enhance and promote the enjoyment of open spaces

Good Stable Not much data available on the current conditions of the countryside

Derby is a compact city with excellent access to open space and the countryside. Also the green wedges link the city to the surrounding countryside. Without LTP3 it is likely that the current situation will remain stable in the future.

7 To conserve soil resources and quality and seek to prevent land contamination associated with transport

Moderate Declining No data limitations

68% of the city’s land area is already built up and the availability of sites is considered relatively limited. There is 224ha of brownfield land, which is considered a healthy stock but this may not be sustained in the long term with increasing development. Development pressure with limited availability of brownfield sites in Derby may lead to allocation of greenfield sites for future development, mainly due to the fact that the population of Derby is expected to grow at a steady rate to reach around 250,000 by 2020. LTP3 can support the appropriate use of land for transport

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SEA Objective Baseline Condition

Future Trends

without LTP3

Limitations of Data

Commentary

schemes.

8 To protect and enhance the water environment

Good Decreasing No data limitations

The latest recorded (2008) biological and chemical quality of the River Derwent waters within the city of Derby was assessed as very good. There are two Source Protection Zones within the City and without LTP3 it is likely that the quality of the water environment will decrease due to increased pollution caused by traffic growth. LTP3 would protect and enhance the water environment through a number of measures such as SUDS incorporation in road drainage design and park and ride sites.

9 To reduce vulnerability to climate change by minimising the impact of flooding and effects from other adverse weather conditions

Poor Declining No data limitations

Significant parts of the City, including A52, Inner Ring Road, East Gate, Meadow Road, are at increased risk from flooding and some of the Derby flood defences are reaching the end of their design life, with some areas being at an increased risk of flooding. Climate change is also expected to intensify the risk of flooding. Transport schemes and traffic growth may exacerbate CO2 emissions contributing negatively to climate change, thus increasing the risk of flooding and effects from other adverse weather conditions. Without the implementation of LTP3 it is unlikely that measures to help address the effects of climate change and CO2 emissions due to traffic will be in place.

10 To manage and conserve natural resources and minimise the production of waste

Poor Declining Not much data available

Waste production is likely to continue growing in line with population and economic growth. Also new transport schemes contribute to increase the levels of waste generated. To tackle the waste issue Derby and Derbyshire Minerals and Waste Core Strategies DPDs are being prepared. They will seek to encourage waste minimisation. Another issue is that the majority of energy used in Derby is from fossil fuels, which increases consumption of natural resources. ‘Towards a Regional Energy Strategy’ estimates that overall energy consumption in the entire region (Derby and Derbyshire) will increase by over 15% by 2020. The transport sector accounts for a major proportion of energy use, mainly through the consumption of fuel. Although high levels of fuel consumption from the transport sector can be considered a national issue, rather than local, without LTP3 it is unlikely that the necessary measures within Derby will be in place to influence fuel consumption.

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SEA Objective Baseline Condition

Future Trends

without LTP3

Limitations of Data

Commentary

11 To increase energy efficiency and increase the use of renewable energy

Poor Stable Not much data available

Derby residents consume lower amounts of electricity and gas than the national average. However, the level of renewable energy production in the City is understood to be minimal. Another issue is the energy and fuel efficiency of the vehicles. With an increased awareness of how important it is to increase energy efficiency, new technologies are being developed within the global car manufacturing industry. This means that in the future private vehicles are likely to be more energy and fuel efficient. Without LTP3 it is likely that the number of transport schemes, featuring energy efficient design and/ or renewable energy devices and the use of energy efficient vehicles would remain stable in the future.

12 To reduce noise and vibration and light pollution related to transport

? Declining Lack of quantified data for noise

Derby is expected to continue to grow and economic growth is likely to result in a degree of both public and private traffic growth. This will have a negative impact on levels of noise and pollution arising from transport. There is a policy in the existing Derby Local Plan that aims to reduce traffic levels and congestion, however without LTP3 it is unlikely that the necessary controls, such as traffic management will be in place to manage noise and light pollution from transport.

13 To protect and improve the health of Derby’s population and reduce health inequalities between areas and groups

Poor Improving Lack of very recent quantified data for some indicators

Derby performed worse that the national average with regards to the Census indicators on general health and life expectancy. The percentage of households with people with a limiting long term illness in the area is also higher than nation-wide. Although the percentage of physically active adults in Derby has slightly increased from 2005 to 2008, the 2007/08 value is well below the targets set. The rate of people classed as obese or morbidly obese in Derby is higher than in the rest of Derbyshire. This could be caused by more limited access to opportunities for sport and recreation in some parts of Derby and by a lower level of awareness about healthier life choices. In addition, health inequalities can be seen between different areas and social groups. This situation is likely to improve as the emerging Sustainable Community Strategy aims to improve overall health and reduce health inequalities between different neighbourhoods. Also the Core Strategy will seek to improve this situation by supporting accessible recreation and health facilities.

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SEA Objective Baseline Condition

Future Trends

without LTP3

Limitations of Data

Commentary

14 To reduce crime and fear of crime and promote community safety

Moderate Stable No data limitations

Although rates have been falling in recent years, crime, anti social behaviour and the fear of crime are expected to continue to be major issues. Without implementation of LTP3, the Core Strategy is likely to incorporate crime reduction features reflecting ‘Secured by Design’ principles. The Core Strategy will also support the coordinated provision of social and community infrastructure, including facilities to help reduce crime and anti social behaviour. However, LTP3 would support and strengthen the transport element of this work.

15 To improve road safety and reduce number of road traffic collisions and other transport related incidents

Moderate Declining Lack of very recent quantified data for some indicators

The number of pedestrians killed or seriously injured on all roads in the LTP area has reduced by 36% and the number of people killed or seriously injured in road traffic accidents has reduced by 35% (reduction in 2006-07 from 1995-98 annual average). However, in 2008, 110 people were killed and/or seriously injured on Derby’s roads and that number was above the 2008-2009 Local Area Agreement (LAA) reduction target (106 people). Without LTP3 it is unlikely that the necessary controls will be in place to ensure a further reduction in the number of road accidents and other incidents.

16 To improve accessibility to employment opportunities, key facilities and services for all residents and visitors to the Derby LTP area

Good Stable No data limitations

According to the LTP2 Progress Report, access to services and facilities is generally good. However, there are some specific issues as parts of the city are more than 30 minutes from a hospital by public transport. In addition, closure of the Derbyshire Royal Infirmary and the transfer of services to the Derby City General Hospital have caused concerns to be raised about the lack of direct bus services from the southern suburbs of the city to the hospital. Although LTP3 will seek to improve accessibility, the Core Strategy and the Sustainable Community Strategy also seek to ensure that local communities have greater access to key services and facilities. Without the implementation of LTP3 accessibility to key services and facilities is likely to remain quite good.

17 To reduce road traffic and congestion

Poor Declining Lack of very recent quantified data for some indicators

Traffic growth in Derby increased 5.1% between 2000 and 2007, exceeding that seen in Leicester (3.8%) and Nottingham (1.9%). Although lower than the regional (11.3%) and the national average (9.2%), traffic growth is considered a significant problem in Derby. In addition, associated congestion is considered to be a

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SEA Objective Baseline Condition

Future Trends

without LTP3

Limitations of Data

Commentary

considerable problem in the city centre and near schools. Due to traffic growth, significant parts of the highway network within the Derby LTP area are either at or close to capacity during the weekday morning (0800-0900) and evening (1700-1800) peaks, limiting the amount of traffic growth that could occur during these periods.

Rising travel demand, traffic growth and congestion are causing serious strain on the system. This is due to a number of factors including population growth, increased car ownership and the falling cost of motoring when compared with rising public transport costs. Reliance on the car is demonstrated by the fact that over 60% of people travelling to work in Derby commute by car. This causes congestion on the main routes into Derby, particularly at their junctions with the inner and outer ring roads. Without LTP3 traffic growth and congestion are far more likely to cause further delays to all road users and making bus journeys less reliable. Research indicates that, without intervention, delays due to congestion will add over 14 minutes to an average journey by 2011. This delay will increase to over 28 minutes per journey by 2021.

Without LTP3 it is unlikely that there will be enough encouragement for modal shift from car use to walking, cycling and public transport use which could result in a reduction in the rate of traffic and congestion growth across the county.

Key: Current Conditions - good/moderate/poor Future Trends – improving/stable/declining Good

Mod Poor

Impr Stable Decl

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Consultation question 6:

Do you feel judgments made concerning future baselines are correct? If no, please tell us why.

Consultation question 7:

Do you think there are any other environmental or health ambitions for Derby that LTP3 can influence? If yes, please tell us what they are.

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7. Remaining stages of the SEA 7.1 SEA Stages

This Scoping Report is published for circulation to consultees. At this stage it is not intended to collate comments received from consultees and issue an updated version of this report. Instead, comments from consultees on the scope of the SEA will be taken into account as part of the assessment process and will be documented as part of the SEA Environmental Report (ER). The ER will document the likely significant effects on the environment of implementing LTP3, and provide a comparison against other alternatives. The ER will also describe any mitigation measures that may be available to offset significant environmental effects identified in the assessment.

The assessment will be undertaken using the criteria (i.e. the environmental objectives and indicators) developed during the scoping process and refined through consultation. The methods for predicting and evaluating the effects will follow guidance provided within “Transport Analysis Guidance 2.11 Strategic Environmental Assessment for Transport Plans and Programmes” (2009) and the “Guidance on Local Transport Plan” (2009), both produced by the Department of Transport. The assessment will be undertaken alongside the drafting of LTP3, enabling the likely significant environmental effects of the different options to be considered as part of LTP3 preparation process.

7.2 Assessment of Effects A key element of the ER will be the assessment of effects of LTP3 against the SEA framework developed here. This sub-section sets out the proposed methodology for assessing the environmental effects of LTP3 in relation to each of the SEA objectives and this is discussed in more detail below:

7.2.1 Methodologies for Assessing Effects

Table 7.1 provides a useful summary of the range of techniques that can be used in the prediction and evaluation of effects. In addition to expert judgement, causal chain/network analysis can prove especially useful in the prediction of cumulative, indirect and synergistic effects. GIS is useful in assessing the spatial/distributional characteristics of certain types of effect. Further information on assessment techniques can be found in a range of guidance documents (including SEA TAG Unit 2.11, 2009, ODPM, 2005a; ODPM, 2005b).

Table 7.1 – Prediction and Assessment Techniques for LTP

Technique Prediction Assessment

Expert judgement

Public participation

Quality of Life Capital

Geographical information systems

Network analysis

Modelling

Scenario/sensitivity analysis

Multi-criteria analysis

Carrying capacity, ecological footprints

Compatibility assessment

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In terms of technical approach, a mix of quantitative and qualitative methodologies will be adopted in the assessments of the proposals contained in LTP3 depending on the nature of the environmental topic and the amount of available information. For landscape, townscape, historic environment, biodiversity and water, a qualitative ‘environmental capital’ style approach will be used. More quantitative methodologies will be used for noise, air quality and greenhouse gas emissions where impacts can be described in terms of numbers of receptors affected.

The way the assessments should be carried out is detailed in TAG Unit 2.11 – Strategic Environmental Assessment for Transport Plans and Programmes and involves answering, for each strategy or measure, the following questions:

Is it clear exactly what is proposed, how alternatives differ from each other and how they relate to the plan or programme as a whole?

Is the strategy likely to have a significant adverse or beneficial effect in relation to each objective?

If so, can the adverse effect be avoided or its severity reduced or can the beneficial effect be maximised?

If the adverse effect cannot be avoided, e.g. by conditions or changes to the way it is implemented, can the alternative be changed or eliminated?

If its effect is uncertain, or depends on how the plan is implemented, how can this uncertainty be reduced?

Will any social group be disproportionately disadvantaged/ affected by the alternative (see guidance in TAG Unit 3.8 regarding the NATA distribution and equity supporting analysis)?

7.2.2 Developing, refining and appraising strategic alternatives (LTP Strategy and Implementation Plan Options)

The effects of different LTP options will be predicted and evaluated in line with the SEA Directive to inform the development of the preferred strategy for LTP3. Options will be compared with each other and against reference cases or ‘business as usual’ scenarios and the results presented in summary tables which will enable quick comparison of the performance of the options against each SEA objective.

The reference case assumptions for background growth for 2016 and 2026 are guided by the latest TEMpro projections and associated guidance in WebTAG(TAG Unit 2.11 - 2009). The reference case assumptions for site specific land use changes (demand side) and supply side changes such as the road network, changes to heavy rail and public transport services, are focussed predominantly on committed development. This is based on advice from partners and will tie in very closely with the emerging HMA reference cases for the developing Core Strategy. The Core Strategy will be the main document of our Local Development Framework, or LDF, which will gradually replace the current City of Derby Local Plan Review 2006, setting out Derby’s approach to how the predicted growth should take place. The close alignment of LTP3 and the Core Strategy will provide a consistent approach to planning.

When carrying out this evaluation, the following will be considered for each LTP alternative:

What exactly is proposed?

Will the alternative have a likely significant effect in relation to each of the sustainability objectives or target from Stage A?

If so, can the effect be avoided or can the severity be reduced (or can the effect be enhanced if it is positive)?

If the effect cannot be avoided, can the alternative be changed or eliminated?

If its effect is uncertain, or depends on how the plan is implemented, how can the uncertainty be reduced?

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The assessment will also consider cumulative, indirect (secondary) and synergistic effects of LTP itself and of LTP3 in combination with the effect of other plans, policies and programmes in the Derby area.

7.2.3 Assessing the effects of the LTP Preferred Options (Strategy and Implementation Plan)

The effects of the LTP Preferred Options will be assessed. A systematic approach to assessment and documenting effects is essential and the DfT SEA guidance provides a template for a worksheet (see Table 7.2 - 7.2). Worksheets will be completed for each SEA objective/topic and will be included in the Environmental Report as an appendix. As required by the DfT SEA guidance, the results of the assessments will also be documented using NATA Appraisal Summary Tables (AST), to help ensure that the results of the SEA will be effectively fed back into the NATA analyses and overall LTP process.

Assessing the significance of predicted effects is essentially a matter of judgement. There are a number of factors that will determine the significance of an effect, e.g. its scale and permanence and the nature and sensitivity of the receptor. It is very important that judgements of significance are systematically documented, in terms of the particular characteristics of the effect which are deemed to make it significant and whether and what uncertainty and assumptions are associated with the judgement. The assessment of significance will also include information on how the negative effect may be avoided or its severity reduced.

Table 7.2 - SEA worksheet for documenting effects and mitigation

Source: Transport Analysis Guidance Unit 2.11 Strategic Environmental Assessment for Transport Plans and Programmes, DfT, ‘In draft’ Guidance, April 2009 (Table 4.1) 7.2.4 Monitoring

Monitoring of the significant effects of LTP3 is also an important component in SEA. When the plan is reviewed, through the preparation of the next LTP, the monitoring will provide feedback on its environmental performance. Proposals for monitoring will be included as part of the ER.

7.2.5 Structure of the Environmental Report

A possible structure for LTP3 Environmental Report is set out in Table 7.3.

Table 7.3 - Possible Structure for LTP3 Environmental Report

Section Details

Non-technical Summary

Summary of findings of the study in non technical language

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Section Details

Introduction Scope of the study

Background to the report and purpose

Objectives of LTP3 and SEA

LTP3 and SEA processes

Requirements of the SEA Directive

Consultation – its role

Links to other plans and programmes

Summary of findings of the assessment

Methodology Details of who carried out the study and when

Details of the sources used in the collection of social, health specific and environmental baseline data and any difficulties in collecting data, limitations of the data and sources

Consultation results and how these have influenced the SEA and LTP3

Method of assessment used during the SEA

Baseline and SEA Objectives

Baseline environmental data collated including analysis of trends, links to objectives and environmental problems and constraints and their relevance to LTP3

SEA objectives and indicators and how they link to other plans and policies

Plan issues and alternatives

Significant environmental effects of the plan and alternatives

Reasons why the preferred alternatives were selected and how environmental problems were considered in choosing preferred alternatives

Plan policies and proposals

Significant environmental effects of the policies and proposals and how environmental problems were considered in developing policies and proposals

Proposed mitigation measures and residual significant impacts

Implementation and monitoring

Links to project EIAs

Proposals for monitoring

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8. References Transport Analysis Guidance 2.11 Strategic Environmental Assessment for Transport Plans and Programmes, Department for Transport, ‘In Draft’ Guidance, April 2009

Department for Transport’s Guidance onLocal Transport Plans, Department for Transport, July 2009

Derby City Council Core Strategy SA Scoping Report, 2008;

Derby Joint Local Transport Plan 2006-11 SEA Scoping Report, 2004;

Provisional Derby Joint Local Transport Plan 2006-11 SEA Environmental Report, 2005;

Derby Local Area Agreement 2008-11;

Derby and Derbyshire Minerals and Waste Core Strategy DPDs SA/SEA Draft Scoping Report, 2009;

Derby Flood Risk Management Strategy Scoping Report (Final for External Consultation), 2007;

Lower Derwent Flood Risk Management Strategy, Public Consultation and Summary Documents, 2008;

Lower Derwent Flood Risk Management Strategy SEA Environmental Report, 2008;

Derby City Council Annual Monitoring Report, 2008;

Derby City LTP3: Problems and Issues Working Paper V3.3, December 2009

Derbyshire Wildlife Register, 2005;

State of the Region Report 2007: Derby Data, English Heritage;

Derby City Council website;

Derby Health Profiles from 2006 to 2009;

Indices of Multiple Deprivation 2007;

2001 Census;

Business Link to East Midlands;

Office for National Statistics;

Derby Joint Strategic Needs Assessment Report 2007-08;

Derbyshire County NHS;

Derby City NHS;

Derbyshire Strategic Framework Obesity, 2007;

Audit Commission Profile;

Nature on the map website: http://www.natureonthemap.org.uk/

Environment Agency website: http://www.environment-agency.gov.uk/

Derby City Council 2007: UK CO2 Emissions for Local Authority Areas, 2009: http://www.decc.gov.uk/en/content/cms/statistics/climate_change/climate_change.aspx

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Appendix A - Policies, Plans and Programmes Review

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Table A.1 - Policies, Plans and Programmes Reviewed as Part of Derby LTP3 SEA

International

EU Sustainable Development Strategy (2006)*

EU Rural Development Policy 2007-2013*

Environmental Liability Directive 2004/35/EC

EU Thematic Strategy on Air Quality, 2005

National Emissions Ceiling Directive (2001/81/EC)

Action Plan on Biodiversity (2006-2010)*

Bonn Convention on the Conservation of Migratory Species of Wild Animals (1979)

EU Directive for the Promotion of Bio-fuels for Transport (2003/30/EC)

EU Directive 97/11/EC amending Directive 85/337/EEC

Strategy on Climate Change: Control Measures Through Until 2020 and Beyond (EC, 2007)*

EC Green Paper on Adaptation to Climate Change in Europe (2007)*

UN Framework Convention on Climate Change (2008)*

European Landscape Convention (EC, 2000)

Guidelines for Community Noise (WHO, 2000)

Groundwater Directive (GWD) (2006/118/EC)*

Waste Framework Directive (2006/12/EC)*

European Convention on the Protection of the Archaeological Heritage

Health Effects of Transport-Related Air Pollution (WHO, 2005)

Transport, Environment and Health (WHO, 2000)

Collaboration Between the Health and Transport Sectors in Promoting Physical Activity (WHO, 2006)*

European Transport Policy for 2010: A Time to Decide (EC, 2001)

Freight Logistics - The Key to Sustainable Mobility (EU, 2006)*

Freshwater Fish Directive (78/659/EEC)

National

Towards a Sustainable Transport System: Supporting Economic Growth in a Low Carbon World (TaSTS), Department for Transport (2007)*

Delivering a Sustainable Transport System (DaSTS), Department for Transport (2008)*

Delivering a Sustainable Transport System (DaSTS): Consultation on Planning for 2014 and Beyond, Department for Transport (2008)*

Low Carbon Transport: A Greener Future, A Carbon Reduction Strategy for Transport, Department for Transport (2009)*

Securing the Future - UK Government Sustainable Development Strategy, Department for Environment, Food and Rural Affairs (2005)

Carbon Pathways Analysis: Informing Development of a Carbon Reduction Strategy for the Transport Sector, Department for Transport (2008)*

Ultra-low Carbon Vehicles in the UK, HM Government (2009)*

The Future of Urban Transport (DfT, 2009)

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Delivering a Sustainable Railway, Department for Transport (2007)*

Delivering Sustainable, Low Carbon, Travel: An Essential Guide for Local Authorities (DfT, 2009)

Powering Future Vehicles Strategy, Department for Transport (2002)

UK Biodiversity Action Plan, UK Biodiversity Partnership and HM Government (1994)

Planning for a Sustainable Future, Department for Communities and Local Government (2007) *

PPS1- Delivering Sustainable Development (2005)

PPS1 (supplement) - Planning and Climate Change (2007)*

PPG2 - Green Belts (1995)

PPS3 – Housing (2006)*

PPS4 - Planning for Sustainable Economic Growth (2009)*

PPS9 - Biodiversity and Geological Conservation (2005)

PPS10 - Planning for Sustainable Waste Management (2006)*

PPS22 - Renewable Energy (2004)

PPS23 - Planning and Pollution Control (2004)

The Countryside and Rights of Way Act 2000

Natural Environment and Rural Communities Act 2006*

The Countryside in and Around Towns: A Vision for Connecting Town and Country in the Pursuit of Sustainable Development (The Countryside Agency/Groundwork 2005)

Rural Strategy 2004

Air Quality Regulations 2000 and The Air Quality (Amendment) Regulations 2002

Conserving Biodiversity – The UK Approach (Defra on behalf of the UK Biodiversity Partnership 2007)*

PSA Delivery Agreement 27 Lead the Global Effort to Avoid Dangerous Climate Change (HM Government, 2007)*

PSA Delivery Agreement 28 Secure a Healthy Natural Environment for Today and the Future (HM Government, 2007)*

Wildlife and Countryside Act (England and Wales) 1981

The Conservation (Natural Habitats, &c.) Regulations 1994

Carbon Pathways: Informing Development of a Carbon Reduction Strategy for Transport (DfT, 2008)*

Climate Change Act 2008*

UK Climate Change Bill, 2008*

Building a Greener Future Towards Zero Carbon Development – Consultation (Dec 2006)*

Building a Low-Carbon Economy – The UK’s Contribution to Tackling Climate Change. The First Report of the Committee on Climate Change (Committee on Climate Change, 2008)*

Adapting to Climate Change in England (DEFRA, 2008)*

Environment Act 1990

A Better Place to Play (Environment Agency, 2006)*

Water Strategy: Surface Water Drainage*

Water Strategy: Water Quality in the Natural Environment*

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Draft Heritage Protection Bill (2008)*

Ancient Monuments and Archaeological Areas Act 1979

Clean Neighbourhoods and Environment Act 2005

Environmental Noise (England) Regulations 2006 SI 2238*

Waste Strategy for England (Defra, 2007)*

Heritage Protection for the 21st Century: White Paper (DCMS, 2007)*

Planning (Listed Buildings and Conservation Areas) Act 1990

The Eddington Transport Study (Eddington, 2006)*

Stern Review of the Economics of Climate Change (Stern, 2007)*

Planning for Economic Development (ODPM, 2004)

Child Road Safety Strategy (DfT, 2007)*

Older People: Their Transport Needs and Requirements (DfT, 2001)

Sustainable Distribution: A Strategy (DfT, 1999)

DfT Sustainable Development Action Plan (2007 and 2008)*

Road Safety Act 2006*

Building Sustainable Transport into New Developments (DfT, 2008)*

Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, 2009*

Road Traffic Reduction Act 1997

Road Traffic Reduction (National Targets) Act 1998

National Waste Development Framework

The Historic Environment: A Force for Our Future, DCMS, 2001

Regional

East Midlands Rural Action Plan 2007-2013*

East Midlands Regional Plan – Regional Spatial Strategy, 2009*

Tackling Climate Change in the East Midlands – Regional Programme of Action 2009-2011*

Acting on CO2 in the East Midlands, 2009*

Biodiversity Strategy for the East Midlands, 2006*

East Midlands Carbon Footprint, 2006*

The East Midlands Energy Challenge – Part 1: The Regional Energy Strategy, 2004/ Part 2: A Framework for Action, 2007*

Water Resources Strategy for the East Midlands, 2004

East Midlands Environmental Strategy, 2002

The East Midlands Tourism Strategy 2003-2010

East Midlands Regional Freight Strategy, 2005

East Midlands Regional Waste Strategy, 2006*

Regional Transport Strategy – East Midlands Regional Plan, 2009*

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East Midlands Regional Cultural Strategy 2006-2011*

Sub-Regional and Local

Lowland Derbyshire Local Biodiversity Action Plan 2008-2010*

River Basin Management Plan for the Humber River Basin District (Environment Agency)

Derbyshire County Council Sustainable Community Strategy 2009-2014*

Derbyshire Local Transport Plan 2006-2011*

Derbyshire Local Area Agreement 2008-2011*

Derby and Derbyshire Waste Local Plan 2005

Derby Core Strategy Options Paper DPD, 2010

City of Derby Local Plan Review 2006*

Derby City Council Sustainable Community Strategy 2009-2011*

Derby City Council Corporate Plan 2008-2011*

Derby Nature Conservation Strategy, 2006*

Derby City Council Climate Change Strategy 2009-2012*

Derby NO2 Air Quality Action Plan – AQAP, 2008 update*

Derby Local Area Agreement 2008-2011*

Lower Derwent Flood Risk Management Strategy, 2008

* PPPs published after 2006

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Table A.2 - Policies, Plans and Programmes Reviewed as Part of Derby Joint LTP2 SEA (2005)

International

The Convention on Wetlands of International Importance 1971 (amended 1982)

Convention on Biodiversity (1992)

Johannesburg Summit on Sustainable Development (2002)

United Nations Framework Convention on Climate Change (1994)*

Kyoto Protocol (1997)

UNESCO World Heritage Sites

European Sixth Environmental Action Programme (2000)

European Strategy for Sustainable Development (2001)*

Air Quality Framework Directive 1996/62/EC

Council Directive 1999/30/EC on Ambient Air Quality Limits

Bern Convention on the Conservation of European Wildlife and Natural Habitats (1979)

European Biodiversity Strategy (1998)

Wild Birds Directive 1979/409/EEC

Habitats Directive 1992/43/EEC

European Climate Change Programme

Council Directive 2002/49/EC on the Assessment and Management of Environmental Noise

The Pan-European Biological and Landscape Diversity Strategy (1995)

Water Framework Directive 2000/60/EC

National

Government Strategy on Sustainable Development (1999)*

Department for Transport Public Service Agreement (PSA) (2003-04)

Transport 2010 the ten year plan (2000)

PPG 13: Transport (1999)

A New Deal for Transport (1998)

A New Deal for Trunk Roads (1998)

National Air Quality Strategy (2000)

The Future of Transport (July 2004)

DfT LTP Guidance – Shared Priority Objectives*

PPS1 – Creating Sustainable Communities, Consultation May 2004*

PPG 9: Nature Conservation*

Draft PPS9 on Biodiversity and Geological Conservation (Sept 2004)*

PPG 7: Countryside*

PPS7 – Sustainable Development in Rural Development (2004)

Rural White Paper: Our Countryside the Future (2000)

Working with the Grain: Biodiversity Strategy for England (2002)

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PPG 25 Development and Flood Risk

National Air Quality Strategy (2000)

The UK Programme for Climate Change

PPG 15 Planning and the Historic Environment

PPG 16 Archaeology and Planning

PPG 23 Planning and Pollution Control*

PPG 24 Planning and Noise

Tomorrow Roads Safer for Everyone (1999)

Encouraging Walking (2000)

National Cycling Strategy (1996)*

PPG 3: Housing (2000)*

PPG 6 Town Centre and Retail Development*

PPG 17 Planning for Open Space, Sport and Recreational Facilities

English Nature Natural Area Strategy

National Forest Strategy (2004 – 2014)

Regional

Integrated Regional Strategy IRS (2000)*

Revised IRS Framework Consultation Draft (2004 )*

RPG 8 (2002, revised 2003 ‘Towards a Spatial Strategy’)*

Regional Spatial Strategy for the East Midlands – RSS8 (2005)*

Regional Environmental Strategy (2002)*

Regional Economic Strategy (2003)*

East Midlands Regional Transport Strategy (RTS, Revised 2003)*

Regional Transport Strategy as contained in RSS8 (2005)*

Sustainability and Biodiversity: Priorities for Action in the East Midlands (1999)

Putting Wildlife back on the Map – The East Midlands Biodiversity Strategy: Consultation Draft (October 2004)*

Time for Culture. A Cultural Strategy for the East Midlands (2003)*

Investment for Health: A Public Health Strategy for the East Midlands (2003)

England Rural Development Plan in the East Midlands*

Three Cities Scoping Study (2003)

Multi-modal Studies: M1 North to South MMS; A38 Derby Junctions; A453 MMS; East to West Midlands

Lower Trent and Erewash Local Environment Agency Plan

East Midlands Strategic River Corridors Project (2003)

Sub-Regional and Local

Derwent Valley Mills World Heritage Site Management Plan (adopted April 2003)*

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Derby and Derbyshire Joint Structure Plan 1991-2011

Lowland Derbyshire Biodiversity Action Plan (2001)*

Derby City Local Plan (Revised Deposit 2002)*

Derby Local Public Service Agreement (April 2002 to March 2005)*

Derby and Derbyshire Mineral Local Plan (Revised 2002)

Derby and Derbyshire Waste Local Plan (Revised Deposit 2003)*

South Derbyshire Local Plan (Revised Deposit Draft 2003)*

Amber Valley Local Plan (Revised Deposit Plan 2002)*

Erewash Local Plan (Second Deposit 2002)*

Action Plan for the Nitrogen Dioxide Air Quality Management Area (2003)*

Derby City Council Environment City and Community Strategy including Derby Local Agenda 21 (2003 to 2006)*

Derby Climate Change Strategy (still in preparation)*

South Derbyshire Health Improvement Programme

Derby City Centre Integrated Transport Project ‘Connecting Derby’

Derby Cityscape Masterplan

River Derwent Strategy

* PPPs that have been superseded

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Table A.3 - Sustainability Themes derived from the Review of all Policies, Plans and Programmes

Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

Environmental

Protect and enhance the natural environment, including its biodiversity

European Directive: Conservation of Natural Habitats and of Wild Flora and Fauna, European Directive: Conservation of Wild Birds Directive, EU 6th Environmental Action Programme, EU Sustainable Development Strategy, EU Rural Development Policy, Environmental Liability Directive, Action Plan on Biodiversity, EU Biodiversity Strategy, EIA Directive, Freshwater Fish Directive, The Convention on Wetlands of International Importance, Convention on Biodiversity, The Pan-European Biological and Landscape Diversity Strategy

Securing the Future - UK Government Sustainable Development Strategy, UK Biodiversity Action Plan, Planning for a Sustainable Future, PPS1, PPG2, PPS7, PPS9, Natural Environment and Rural Communities Act, Conserving Biodiversity – The UK Approach, PSA Delivery Agreement 28, Working with the Grain: Biodiversity Strategy for England, National Forest Strategy, Wildlife and Countryside Act, The Conservation (Natural Habitats, &c.) Regulations, Environment Act, A Better Place to Play, Clean Neighbourhoods and Environment Act, Sustainable Distribution: A Strategy, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, East Midlands Rural Action Plan, East Midlands Regional Plan, Biodiversity

Lowland Derbyshire Local Biodiversity Action Plan, Derby and Derbyshire Joint Structure Plan, City of Derby Local Plan Review, Derby Nature Conservation Strategy, Derby Core Strategy Options Paper DPD

The potential to impact on or positively contribute to wider biodiversity and connectivity between sites of biodiversity importance and significance.

Biodiversity, Flora and Fauna

9

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

Strategy for the East Midlands, Sustainability and Biodiversity: Priorities for Action in the East Midlands

Identify, manage and protect habitats and species which are important on a international, national and local scale

European Directive: Conservation of Natural Habitats and of Wild Flora and Fauna, European Directive: Conservation of Wild Birds Directive, EU 6th Environmental Action Programme, EU Sustainable Development Strategy, EU Rural Development Policy, Environmental Liability Directive, Action Plan on Biodiversity, EU Biodiversity Strategy, EIA Directive, Freshwater Fish Directive, Bern Convention on the Conservation of European Wildlife and Natural Habitats, Bonn Convention on the Conservation of Migratory Species of Wild Animals, The Convention on Wetlands of International Importance, Convention on Biodiversity,

Securing the Future - UK Government Sustainable Development Strategy, UK Biodiversity Action Plan, Planning for a Sustainable Future, PPS1, PPG2, PPS7, PPS9, Natural Environment and Rural Communities Act, Conserving Biodiversity – The UK Approach, PSA Delivery Agreement 28, The Future of Urban Transport Working with the Grain: Biodiversity Strategy for England, Wildlife and Countryside Act, The Conservation (Natural Habitats, &c.) Regulations, Environment Act, A Better Place to Play, Clean Neighbourhoods and Environment Act, Sustainable Distribution: A Strategy, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, East Midlands Rural Action Plan, East Midlands Regional Plan,

Lowland Derbyshire Local Biodiversity Action Plan, Derby and Derbyshire Joint Structure Plan, City of Derby Local Plan Review, Derby Nature Conservation Strategy, Derby Core Strategy Options Paper DPD

Potential to protect and enhance important habitats and species.

Biodiversity, Flora and Fauna

9

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

The Pan-European Biological and Landscape Diversity Strategy

Biodiversity Strategy for the East Midlands, Sustainability and Biodiversity: Priorities for Action in the East Midlands

Minimise the effects of traffic-related noise pollution

European Directive: Noise Directive, Environmental Liability Directive, Guidelines for Community Noise, Transport, Environment and Health

Environmental Noise (England) Regulations, PPG24, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11

Minimisation of noise generation as far as practicable.

Human Health, Population

4

Reduce air pollution and ensure improvements in air quality

European Directive: Air Quality Directive, Environmental Liability Directive, EU Directive on Ambient Air Quality and Management, EU Thematic Strategy on Air Quality, National Emissions Ceiling Directive, EU Directive for the Promotion of Bio-fuels for Transport, EIA Directive, Health Effects of Transport-Related Air Pollution, Transport, Environment and Health, European Transport Policy for 2010: A Time to Decide, EU Directive on

Delivering a Sustainable Transport System, Securing the Future - UK Government Sustainable Development Strategy, Ultra-low Carbon Vehicles in the UK, Delivering a Sustainable Railway, Powering Future Vehicles Strategy, National Air Quality Strategy, The Future of Urban Transport, PPG13, PPS23, Air Quality Regulations and The Air Quality (Amendment) Regulations, 10 Year Transport Plan, DfT Sustainable Development Action Plan, The Future of Transport White Paper, Road Traffic Reduction Act, Road Traffic Reduction (National

Derbyshire Local Transport Plan, Derbyshire Local Area Agreement, Derby NO2 Air Quality Action Plan, Derby Local Area Agreement, Derby Core Strategy Options Paper DPD

Impact of schemes on local air quality or potential to improve local air quality.

Human Health, Population

1

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

Ambient Air Quality and Management

Targets) Act, East Midlands Regional Freight Strategy, Regional Transport Strategy, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11

Protect and enhance the built and historic environment

EIA Directive, European Convention on the Protection of the Archaeological Heritage, UNESCO Convention Concerning the Protection of the World Cultural and Natural Heritage

Securing the Future - UK Government Sustainable Development Strategy, PPG15, PPG16, Draft Heritage Protection Bill, Ancient Monuments and Archaeological Areas Act, Heritage Protection for the 21st Century: White Paper, Planning (Listed Buildings and Conservation Areas) Act, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, The Historic Environment: A Force for Our Future, East Midlands Regional Plan – Regional Spatial Strategy, East Midlands Regional Cultural Strategy, The Place of Choice: The Regional Cultural Strategy

Derbyshire County Council Sustainable Community Strategy, Derbyshire Local Area Agreement, Derby and Derbyshire Joint Structure Plan, Derby City Council Sustainable Community Strategy, Derby Local Area Agreement, Derby Core Strategy Options Paper DPD

Protection and enhancement of valued historic environment and its settings.

Cultural Heritage, Landscape

10

Reduce the emission of greenhouse gases, reduce traffic

EU 6th Environmental Action Programme, EU Sustainable Development Strategy, Kyoto

Towards a Sustainable Transport System: Supporting Economic Growth in a Low Carbon World

Derbyshire Local Transport Plan, Derbyshire Local

Potential to contribute to the aim to reduce the

Air; Climate, Human Health

2, 3

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

congestion and reduce contributions and vulnerability to climate change

Protocol to the UN Framework Convention on Climate Change, National Emissions Ceiling Directive, EU Directive for the Promotion of Bio-fuels for Transport, Strategy on Climate Change: Control Measures Through Until 2020 and Beyond, EC Green Paper on Adaptation to Climate Change in Europe, UN Framework Convention on Climate Change, European Climate Change Programme

(TaSTS), Delivering a Sustainable Transport System (DaSTS), Delivering a Towards a Sustainable Transport System (DaSTS): Consultation on Planning for 2014 and Beyond, Department for Transport, Low Carbon Transport: A Greener Future, The Future of Urban Transport, Delivering Sustainable, Low Carbon, Travel, A Carbon Reduction Strategy for Transport, Securing the Future - UK Government Sustainable Development Strategy, Carbon Pathways Analysis: Informing Development of a Carbon Reduction Strategy for the Transport Sector, Ultra-low Carbon Vehicles in the UK, Delivering a Sustainable Railway, Powering Future Vehicles Strategy, The UK Programme on Climate Change, Planning for a Sustainable Future, PPS 1 (Supplement), PSA Delivery Agreement 27 Lead the Global Effort to Avoid Dangerous Climate Change, Carbon Pathways:

Area Agreement, Derby and Derbyshire Joint Structure Plan, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, Derby City Council Climate Change Strategy, Derby Local Area Agreement, Derby Core Strategy Options Paper DPD

causes of climate change by reducing greenhouse gas emissions associated with transportation.

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

Informing Development of a Carbon Reduction Strategy for Transport, Climate Change Act, Building a Low-Carbon Economy – The UK’s Contribution to Tackling Climate Change, Adapting to Climate Change in England, 10 Year Transport Plan, Climate Change Bill, Building a Greener Future Towards Zero Carbon Development, The Future of Transport White Paper, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, Road Traffic Reduction Act, Road Traffic Reduction (National Targets) Act, Stern Review of the Economics of Climate Change, East Midlands Rural Action Plan, Tackling Climate Change in the East Midlands, Acting on CO2 in the East Midlands, East Midlands Carbon Footprint, Regional Transport Strategy

Reduce the risk of flooding

Water Framework Directive, Groundwater Directive, EIA Directive, EU Sustainable

Securing the Future - UK Government Sustainable Development Strategy, PPS1,

Derbyshire County Council Sustainable

Identification of sensitive development in

Human Health, Climatic

3

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

Development Strategy PPS25, A Better Place to Play, Water Strategy: Surface Water Drainage, East Midlands Regional Plan, Water Resources Strategy for the East Midlands, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, East Midlands Strategic River Corridors Project

Community Strategy, Derbyshire Local Area Agreement, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, Derby Local Area Agreement, Lower Derwent Flood Risk Management Strategy

identified flood risk areas and opportunities to safeguard against increased risk of flooding through design or transport-related schemes.

Factors, Population, Material Assets

Reduce pollution, protect and enhance the quality of watercourses and groundwater

Environmental Liability Directive, Water Framework Directive, Groundwater Directive, EIA Directive, EU Sustainable Development Strategy, Freshwater Fish Directive

Securing the Future - UK Government Sustainable Development Strategy, PPS1, A Better Place to Play, Water Strategy: Surface Water Drainage, East Midlands Regional Plan, Water Resources Strategy for the East Midlands, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, Water Strategy: Water Quality in the Natural Environment, East Midlands Strategic River Corridors

Derbyshire County Council Sustainable Community Strategy, Lower Trent and Erewash Local Environment Agency Plan, River Derwent Strategy, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, River Basin

The impact of transportation schemes and traffic on watercourses and groundwater pollution.

Water, Human Health

14

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

Project Management Plan for the Humber River Basin District

Promote protection and enhancement of valued landscape character and encourage sustainable use of the countryside

EU Sustainable Development Strategy, EU Rural Development Policy, European Landscape Convention, The Pan-European Biological and Landscape Diversity Strategy

Securing the Future - UK Government Sustainable Development Strategy, PPS7, PPG17, Countryside and Rights of Way Act, Rural White Paper: Our Countryside the Future, Natural Environment and Rural Communities Act, The Countryside in and Around Towns, Rural Strategy, Wildlife and Countryside Act, East Midlands Rural Action Plan

Derbyshire County Council Sustainable Community Strategy, Derby City Council Sustainable Community Strategy, City of Derby Local Plan Review, Derby Core Strategy Options Paper DPD

Impact on and access to valued landscape and opportunities to promote access and sustainable use of the countryside.

Landscape 12, 13

Promote the reduction of waste generation

Waste Framework Directive, EIA Directive, Environmental Liability Directive, EU Sustainable Development Strategy

Securing the Future - UK Government Sustainable Development Strategy, PPS10, The Countryside in and Around Towns, Waste Strategy for England, National Waste Development Framework, East Midlands Regional Plan, East Midlands Regional Waste Strategy

Derby and Derbyshire Waste Local Plan, Derby and Derbyshire Joint Structure Plan, Derby City Council Sustainable Community Strategy

Consideration of the amount of waste requiring final disposal after minimisation, re-use and recycling, due to transportation schemes.

Population, Material Assets

15

Minimise the use of energy and optimise

EU Sustainable Development Strategy, Kyoto Protocol to the UN Framework

Securing the Future - UK Government Sustainable Development Strategy, Planning

Derby City Council Sustainable

Energy efficiency and optimisation of the use of

Climatic Factors,

16

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

the use of renewable energy

Convention on Climate Change, EIA Directive

for a Sustainable Future, PPS22, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, East Midlands Regional Plan, The East Midlands Energy Challenge

Community Strategy, Derby Local Area Agreement

renewable energy. Material Assets

Ensure prudent use of natural resources and conserve soil resources and quality

EU Sustainable Development Strategy, EU Rural Development Policy, EIA Directive, Environmental Liability Directive

Securing the Future - UK Government Sustainable Development Strategy, Planning for a Sustainable Future, PPS4, Strategic Environmental Assessment Guidance for Transport Plans and Programmes TAG Unit 2.11, Natural Environment and Rural Communities Act, East Midlands Regional Plan

Derby and Derbyshire Joint Structure Plan, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, Derby Local Area Agreement

Affect of LTP-related development and traffic on natural and soil resources

Soil, Material Assets

11

Social

Reduce the need to travel, achieve modal shift to more sustainable transport options and widen choice of modes

EU Sustainable Development Strategy, EU Rural Development Policy, Transport, Environment and Health, Collaboration Between the Health and Transport Sectors in Promoting Physical Activity

Towards a Sustainable Transport System: Supporting Economic Growth in a Low Carbon World (TaSTS), Delivering a Sustainable Transport System (DaSTS), The Future of Urban Transport, Delivering a Towards a Sustainable Transport System (DaSTS): Consultation on Planning

Derbyshire County Council Sustainable Community Strategy, Derbyshire Local Area Agreement, Derby and Derbyshire Joint Structure Plan,

Opportunities to achieve modal shift to more sustainable transport options, and implications for the need to travel and enable the provision of effective cycling and walking

Population, Human Health, Climatic Factors, Air

17

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

for 2014 and Beyond, Securing the Future - UK Government Sustainable Development Strategy, A New Deal for Transport , A New Deal for Trunk Roads , Delivering a Sustainable Railway, PPS3, PPS4, PPG13, 10 Year Transport Plan, The Future of Transport White Paper, Encouraging Walking, Building Sustainable Transport into New Developments, The Countryside and Rights of Way Act, East Midlands Regional Plan, East Midlands Regional Freight Strategy

Multi-modal Studies, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, Derby Local Area Agreement, Derby Core Strategy Options Paper DPD

connections.

Address some aspects of deprivation and social exclusion and protect the vulnerable, disadvantage and mobility impaired

EU Sustainable Development Strategy, EU Rural Development Policy

Securing the Future - UK Government Sustainable Development Strategy, PPS1, PPS3, PPS4, PPS7, The Countryside in and Around Towns, Rural Strategy, Older People: Their Transport Needs and Requirements, DfT Sustainable Development Action Plan, Building Sustainable Transport into New Developments, Regional Economic Strategy, East Midlands Rural Action Plan, East Midlands

Derbyshire County Council Sustainable Community Strategy, Derbyshire Local Transport Plan, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, Derby City Council

The impact for safe and sustainable communities, and good design, which allows accessibility to all, including the vulnerable, disadvantage and mobility impaired, to employment and other opportunities.

Population, Human Health

5, 7

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

Regional Plan Corporate Plan

Promote accessibility and transport links to key services, including health, education, employment, community facilities, leisure and housing

EU Sustainable Development Strategy, EU Rural Development Policy, European Transport Policy for 2010: A Time to Decide

Securing the Future - UK Government Sustainable Development Strategy, PPS1, PPS3, PPS4, PPS7, PPG13, The Countryside in and Around Towns, The Future of Urban Transport, Rural Strategy, DfT Sustainable Development Action Plan, Building Sustainable Transport into New Developments, Delivering a Sustainable Railway, The Countryside in and Around Towns, Rural Strategy, 10 Year Transport Plan, DfT Sustainable Development Action Plan, Building Sustainable Transport into New Developments, East Midlands Rural Action Plan, Regional Economic Strategy, East Midlands Regional Plan

Derbyshire County Council Sustainable Community Strategy, Derbyshire Local Transport Plan, Multi-modal Studies, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, Derby City Council Corporate Plan, Derbyshire Local Area Agreement, Derby Core Strategy Options Paper DPD

The range of transport options to improve accessibility to key services.

Population, Human Health

7

Improve road safety, safety for all travellers, reduce crime and fear of crime

EU Sustainable Development Strategy

Securing the Future - UK Government Sustainable Development Strategy, Tomorrow Roads Safer for Everyone, PPS3, PPS4, PPG13, Child Road Safety Strategy, DfT Sustainable Development Action Plan, Road

Derbyshire County Council Sustainable Community Strategy, Derbyshire Local Transport Plan,

Impact on road safety and safe and sustainable communities.

Population, Human Health

8

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Themes relevant to SEA of Derby Local Transport Plan

Source Main SEA topics

Rel

atio

nsh

ip

to t

he

SE

A

ob

ject

ives

International National/Regional Sub-Regional and Local

Implications to be considered during

preparation of LTP3

Safety Act, Regional Transport Strategy

Derbyshire Local Area Agreement, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, Derby City Council Corporate Plan, Derby Core Strategy Options Paper DPD

Improve the health and wellbeing of the local residents and accessibility to health services

European Directive: Noise Directive, EU Sustainable Development Strategy, Health Effects of Transport-Related Air Pollution, Transport, Environment and Health, Collaboration Between the Health and Transport Sectors in Promoting Physical Activity

Securing the Future - UK Government Sustainable Development Strategy, PPS1, PPS7, PPG13, The Countryside in and Around Towns, Encouraging Walking, Air Quality Regulations and The Air Quality (Amendment) Regulations, Regional Transport Strategy

Derbyshire County Council Sustainable Community Strategy, South Derbyshire Health Improvement Programme, City of Derby Local Plan Review, Derby City Council Sustainable Community Strategy, Derby Core Strategy Options Paper DPD

Accessibility to health services, the need to travel and the provision of effective cycling and walking connections to improve health overall.

Population, Human Health

5

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Table A.4 - Health PPPs

International

Promoting and Supporting Integrated Approaches for Health and Sustainable Development at the Local Level. World Health Organisation, 2004

Air Quality Framework Directive 96/62/EC and Daughter Directives

Directive 2002/49/EC relating to the assessment and management of environmental noise (the

Environmental Noise Directive (END)

National

White Paper: Our health, our care, our say: a new direction for community services 2006

White Paper: Saving lives: Our Healthier Nation, 1999

Health is global : a UK Government strategy 2008-13

Strong and Prosperous Communities: The Local Government White Paper (2006)

White Paper: Choosing Health: Making Healthy Choices Easier (2004)

Securing Good Health for the Whole Population, Derek Wanless 2004

PPS12 – Local Spatial Planning (June 2008)

PPG13 – Transport (March 1994)

PPG24 – Planning and Noise (Sept 1994)

Planning and Access for Disabled People: A Good Practice Guide (CLGD, March 2003)

Health Impact Assessment of Transport Initiatives A Guide, Health Scotland, MRC Social and Public Health Sciences Unit and Institute of Occupational Medicine 2007

NICE public health guidance 8: Promoting and creating built or natural environments that encourage and support physical activity, 2008

Specification for Review of Evidence for Strategic Environmental Assessment of Local Transport Plans round 3 in England, 2009

Regional

Transport, Access and Health in the East of England, Eastern Region Public Health Observatory, 2006

England’s East Midlands Integrated Regional Strategy: Our Sustainable Development Framework, 2005

East Midlands State of the Region Report 2008

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Appendix B - Baseline Information

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Table B.1 - Social Baseline

Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

Deprivation Indices of Deprivation

2007 Derby ranking - 69th out of 354. 2005 Proportion of residents living in neighbourhoods belonging to each of the five national deprivation quintiles – based on 2005 population figures: (1 is the least deprived quintile and 5 is the most deprived quintile):

Quintile Residents %

1 19.1 2 11.0 3 14.0 4 27.0 5 29.0

All 100

2007 Principal local councils in Derbyshire (out of 354): Bolsover: 55th Chesterfield: 77th Amber Valley: 159th Erewash: 164th North East Derbyshire: 176th High Peak: 211th South Derbyshire: 235th Counties in East Midlands (out of 149): Nottinghamshire: 92nd Derbyshire: 95th Lincolnshire: 98th Northamptonshire: 111th Leicestershire: 138th Rutland: 148th

IMD 2004: Derby: 69th (no change in 2007) Derbyshire: 91st (performed worse when compared to 2007).

Ranking system where rank no. 1 is most deprived Derby performs worse than all the others local councils in Derbyshire, only surpassed by Bolsover. Lower Super Output Areas (LSOAs) are a geographic hierarchy designed to improve the reporting of small area statistics in England and Wales. The deprived LSOAs of the East Midlands region are concentrated around the population centres of Leicester, Derby and Nottingham (see Figure D.6). Figure D.7 show the overall IMD ranking for Derby and as can be seen, the centred areas are within the 10% to 20% most deprived areas nationally.

Population Derby CC Core Strategy SA, 2008. 2007 IMD The English Indices of Deprivation, 2007. Derby City Council.

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

Percentage of households with income of less than £15,000

In 2006 was 23.39% The mean income in East Midlands is £20,868. Figure D.8 show Derby’s most deprived areas on the Income domain (IMD 2007).

Population Derby CC Core Strategy SA, 2008 (Derby Data – Paycheck 2006 and East Midlands - Community Data Services). Derby City Council.

Percentage of children in families on out of work benefits

Derby North Parliamentary constituency: 19% Derby South Parliamentary constituency: 27%

Great Britain Average: 20%. Second quarter of 2008: % of children who lived in workless households: East Midlands - 13% UK - 16%

2008-09: 19.4% 2009-10: 18.1% 2010-11: 16.8%

2001 Derby: 27.5% England: 21.3% 2005 Derby: 27.3% England: 22.4%

Derby South shows a higher percentage of children in families on out of work benefits than the national average.

Population Derby CC Core Strategy SA, 2008 (The Poverty Site). Office for National Statistics. Derby Local Area Agreement 2008-2011. Derby Health Profiles 2007/ 08 and 09.

Population Total population Mid-2007 population:

237,900 people

Mid-2007 population: Derbyshire: 758,150 people East Midlands: 4,399,600 England: 51,092,000

2006 Census: Derby: 236,300 East Midlands: 4,346,214 2001 Census: Derby population: 233,700 where 229,407 was within Derby Urban Area.

Local percentage of population change between 2001 and 2006 was lower than regional and national. According to the 2004 based population projections from ONS, the population of

Population Derby CC Core Strategy SA 2008 (Mid year estimate 2006). Business Link East Midland. Office for National Statistics. Government

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

According to the 2001 census, Derby was in 2001 the 18th largest settlement in England, measured by urban area. % population change 2001-2006: Derby: 1.85% East Midlands: 3.38% England: 2.59% There was a 3.4% increase in population between 1982 and 2002 in Derby City.

Derby is expected to grow at a steady rate to reach around 250,000 by 2020 with an estimated steady increase of 22% in the older population (75 and over).

Office for the East Midlands. Derby Health Profile 2009. Derby Joint Strategic Needs Assessment Report 2007-08.

Population by age 2006: Derby

Age group % 0-4 6.10 5-14 12.32 15-19 6.77 20-44 36.75 45-64 22.27 65+ 15.79

2006: Age

group East

Midlands UK

% % 0-4 5.52 5.77 5-14 11.89 11.95 15-19 6.77 6.60 20-44 34.07 34.96 45-64 25.52 24.73 65+ 16.23 15.99

In 2006, Derby had a slightly younger age structure than the regional and national structure.

Population Derby CC Core Strategy SA 2008 (Mid year estimate 2006).

Population Density Mid-year estimates 2008: Population density was 3,065 people per

Mid-year estimates 2008: Principal local councils in Derbyshire Population Density (people per sq.km):

Population density in 2001 was 2,841 people per sq. km.

In 2008, population density was higher in Derby when compared with some of other principal

Population 2008 Mid-year Estimates. Office for National Statistics.

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

sq. km. Amber Valley: 456 High Peak: 173 North East Derbyshire: 356 South Derbyshire: 274

councils within Derbyshire.

Census 2001.

Ethnicity 2001: Derby

Ethnic group

%

White 87.45 Mixed 1.79 Asian/Asian British

8.36

Black/Black British

1.76

Chinese 0.65

2001: Ethnic group

East Midlands

UK

% % White 93.49 91.31 Mixed 1.03 1.27 Asian/Asian British

4.05 4.37

Black/Black British

0.95 2.19

Chinese 0.49 0.86

In 2001, Derby city had a larger proportion of residents in the Asian/ Asian British group than either regionally or nationally.

Population Derby CC Core Strategy SA 2008 (2001 Census).

Residents by religion

2001: Derby

Religion % Christian 67.42 Buddhist 0.2 Hindu 0.61 Jewish 0.06 Muslim 4.49 Sikh 3.23 Other 0.25 No religion/ Not stated

23.74

2001: Religion East

MidlandsUK

% % Christian 71.99 71.58 Buddhist 0.18 0.26 Hindu 1.60 0.95 Jewish 0.10 0.45 Muslim 1.68 2.71 Sikh 0.80 0.57 Other 0.24 0.30 No religion/ Not stated

23.41 23.18

In 2001, the percentage of Christian population in Derby was lower when compared to either regionally or nationally. However, the Muslim and Sikh populations were higher comparing to East Midlands and UK proportion, reflecting the higher proportion of Asian and Asian British residents.

Population Derby CC Core Strategy SA 2008 (2001 Census).

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Projected population

2004:

Derby Year Total

2004 234,100 2009 237,900 2014 242,200 2019 246,800 2024 251,400 2029 255,700

Population in Derby: Mid-2007: 237,900 people 2006: 236,300 people 2001: 233,700 people

Derby’s population is projected to increase by 8.4% between 2004 and 2029. The percentage of population change between 2001 and 2007 was about 1.80%.

Population Derby CC Core Strategy SA 2008 (ONS 2004 Based Sub-National population projections).

Household number and average size

2001: Total number of households: 92,403 Average household size: 2.4

2001: Total number of households: East Midlands: 1,732,482 England: 24,479,439 Average household size: East Midlands: 2.36 England: 2.36

The average household size in Derby is consistent with regional and national data.

Population Derby CC Core Strategy SA 2008 (2001 Census).

Percentage of people who believe people from different backgrounds get on well in their local areas

2008 77.4%

2010/11 81.2%

2006/07 BV Survey: 56% CSP Survey: 73.6%

The percentage of people who believe people from different backgrounds get on well in their local areas increased from 73.6% in 2006/07 (CSP Survey) to 77.4% in 2008. If the 2010/11 will be achieved, the trend will be improving.

Population Derby CC Core Strategy SA 2008 (BV Survey/ CSP Survey). Derby Local Area Agreement 2008-11.

Percentage of people who feel that they belong to their

2008 53.9%

2010/11 57.7%

Population Derby Local Area Agreement 2008-11.

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neighbourhood Health specific Average life expectancy at birth

2008: Male: 76.8 Female: 81.7 2009 estimate: Male: 77.0 Female: 81.9 Life expectancy at birth for males and females (2003-07) within Derby by nation deprivation quintiles (1 is the least deprived quintile and 5 is the most deprived quintile):

Quintile Male Female 1 81.4 84.4 2 80.4 83.8 3 77.3 81.4 4 75.8 81.1 5 73.0 78.6 All 76.8 81.5

2008: Male: 77.3 Female: 81.6 2009 estimate: Male: 77.7 Female: 81.8

Life expectancy Derby: 2002-04 Male:76.1 Female:80.6 2003-05: Males: 76.6 Females: 81.4 2007: Male: 76.6 Female: 81.4 England Average: 2003-05: Males: 76.92 Females: 81.14 2007: Male: 76.9 Female: 81.1

Life expectancy in Derby is consistent with England data. Life expectancy at birth has been increasing since 2002. Figure D.9 show Derby’s most deprived areas on the Health and Disability domain (IMD 2007).

Human health, Population

Derby CC Core Strategy SA 2008 (Neighbourhood Statistics – Life expectancy at birth data). Derby Health Profiles 2006/ 07/ 08 and 09. Derby City Council.

Proportion of population with good, fairly and not good health

2001: Health self-assessed as: Good: 66.5% Fairly Good: 23.6% Not Good: 9.9%

2001: People assessing their health as Not Good: Amber Valley: 10.1% Erewash: 9.1% South Derbyshire: 8.6%

The general health of 90.1% of Derby’s population was defined as ‘good’ or ‘fairly good’ in the 2001 Census, below the national rate of 91.2%. The remaining 9.9% of Derby and

Human health, Population

Derby CC Core Strategy SA 2008 (2001 Census).

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Derbyshire’s population’s health was defined as ‘not good’.

Mortality rates Derby 1991-97 (all ages): All cancers: Male: 269.24 Female: 169.35 Ischaemic disease: Male: 281.74 Female: 134.38 Stroke: Male: 76.97 Female: 69.22 Respiratory disease: Male: 146.15 Female: 95.95

UK 1991-97 (all ages): All cancers: Male: 253.03 Female: 171.78 Ischaemic disease: Male: 257.34 Female: 121.02 Stroke: Male: 78.62 Female: 70.53 Respiratory disease: Male: 136.23 Female: 85.19

Between 1991/97, mortality rates in Derby were higher than the national average across all categories apart from stroke.

Human health, Population

Derby CC Core Strategy SA 2008 (Audit Commission Profile).

Percentage of people with a limiting long term illness

2001: Derby: 19.3%

2001: East Midlands: 18.4% England: 17.9%

The percentage of people with a limiting long term illness in Derby was higher than the regional and national levels.

Human health, Population

Office for National Statistics. Census 2001.

Adult participation in sport

Derby – Physically active adults: 2007-08:12.5%

Physically active adults: England: 2007-08: 10.8%

2008-09: 22.33% 2009-10: 23.66% 2010-11: 25%

Physically active adults Derby: 2005-06: 10.4% England: 2005-06: 11.6

The percentage of physically active adults in Derby increased from 2005 to 2008, contrary from the England percentage which decreased in the same period.

Human health, Population

Derby Local Area Agreement 2008-2011. Derby Health Profiles 2007/ 08 and 09.

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However, the 2007/08 value is well below the targets set.

Children and young people’s participation in high quality PE and sport

Derby: 2007-08: 90.2%

England: 2007-08: 90.0%

2008-09: 83% 2009-10: 85% 2010-11: 88%

Derby: 2006-07: 87.7% England: 2006-07: 85.7%

The percentage of children and young people’s participation in high quality PE and sport in Derby increased from 2006 and is above the national average. Also the percentage for 2007-08 exceeded all targets set.

Human health, Population

Derby Local Area Agreement 2008-2011. Derby Health Profiles 2008 and 09.

Obesity (all) 2007 Rate of people classed as obese or morbidly obese in Derby: 77.3 per 1000 people (BMI >30).

2007 Rest of Derbyshire average: 73.3 per 1000 people.

The rate of people classed as obese or morbidly obese in Derby is higher than in the rest of Derbyshire.

Human health, Population

Derbyshire County NHS; Derbyshire Strategic Framework Obesity (2007)

Obesity (children) 2006-08 26% of children are classes as overweight or obese in Derby City 20% of children (500 children) in reception year are classed as overweight and obese compared to 31% (736 children) of children in year 6.

The prevalence of overweight and obesity in children in Derby has increased in the last two years. Between 2005/06 and 2006/07 reported levels of overweight and obesity in reception year increased by 5 percentage points and in year 6 by three percentage points.

Human health, Population

www.derbycitypct.nhs.uk (2008 data)

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Number of ‘health walk’ schemes

In Derby there are 6 ‘Walk for health’ initiatives led by volunteers around the city. The Derby ‘Walk for health’ sites are: Enjoying Derby; Alvaston Park Walking for Health; Derwent Trekkers; Spondon Health Walks; Sinfin Health Walks; Derby Buggy Walks.

In Derby there are 6 ‘Walk for health’ initiatives led by volunteers around the city. These volunteers arrange 30-60 minute walks aimed at improving the health of (and creating a social environment for) beginner walkers.

Human health, Population

Derby City Council.

Provision of major public open space per 1,000 population

In Derby there were 2.43 ha of major public open space per 1,000 population in 2006.

Local Plan Review target: 2.4 ha

The area of public open space per 1,000 population in Derby was on target in 2006.

Human health, Population

Derby CC Core Strategy SA 2008 (LA data based on 2006 mid year population estimate).

Crime Percentage of residents who feel fairly safe or very safe outside during the day

2006/07 In Derby 97.33% of residents say that they feel fairly safe or very safe outside during the day.

2005/06 - UK Average: 97.24

Derby 2005-06: 97.5% 2004-05: 97.7% 2003-04: 98%

In Derby the percentage of residents who feel fairly safe or very safe outside during the day decreased between 2003 and 2007.

Population Derby CC Core Strategy SA 2008. Audit Commission Profile.

Percentage of residents who feel fairly safe or very safe outside after dark

2006/07 In Derby 67.67% of residents say that they feel fairly safe or very safe outside after dark.

2005/06 - National Average: 70.17

Derby 2005-06: 71.7% 2004-05: 74.1% 2003-04: 71.7%

In Derby the percentage of residents who feel fairly safe or very safe outside after dark decreased between

Population Derby CC Core Strategy SA 2008. Audit Commission Profile.

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2003 and 2007. Percentage of residents who think that they are being attacked because of their skin colour, ethnic origin or religion

2003/04 38.54%

Population Derby CC Core Strategy SA 2008 (Audit Commission Profile).

Percentage of people with a high level of worry about car crime

2005/06 Derby: 14.34%

Derby 2004-05: 12.7% 2003-04: 17.1%

The percentage of people with a high level of worry about car crime decreased in 2004-05 but increased again in 2005/06.

Population Audit Commission Profile.

Theft of a vehicle per 1,000 population

2006/07 Derby: 3.03

Derby 2005-06: 3.5 2004-05: 3.9 2003-04: 5.09

There was a reduction in vehicle theft between 2003 and 2006.

Population Audit Commission Profile.

Theft from a vehicle per 1,000 population

2005/06 Derby: 9.63

Derby 2004-05: 11.33 2003-04: 14.48

There was a decrease in theft from a vehicle between 2003 and 2006.

Population Audit Commission Profile.

Transport, Connectivity and Accessibility Modes of transport used to travel to work by the resident population

2001 Derby Percentage of the resident population who travel to work by: Private motor vehicle (car, taxi or motorbike): 66.3% Public transport: 10.2% Foot or cycle: 16.4%

2001 Derbyshire Percentage of the resident population who travel to work by: Private motor vehicle (car, taxi or motorbike): 71.6% Public transport: 6.9% Foot or cycle: 12% Train, tram or other rail: 1.4% Bus or coach: 5.6%

Comparing to Derbyshire, Derby has got a significant amount of resident population travelling to work by public transport, foot or bicycle.

Population Audit Commission Profile.

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Train, tram or other rail: 0.8% Bus or coach: 9.3% Taxi: 0.7% Car: 64.1% Motorcycle: 1.4% Bicycle: 4.4% Foot: 12%

Taxi: 0.4% Car: 70.1% Motorcycle: 1.1% Bicycle: 1.8% Foot: 10.1%

Distance travelled to work by the resident population

2001 Derby Percentage of the resident population travelling: Less than 2km to work: 21.2% Between 2 and 5km to work: 34.5% Between 5 and 10km to work: 15.1% Between 10 and 20km to work: 9.5% Over 20km to work: 9.2% Working mainly at or from home: 6.8%

2001 Derbyshire Percentage of the resident population travelling: Less than 2km to work: 20.4% Between 2 and 5km to work: 16.5% Between 5 and 10km to work: 19.2% Between 10 and 20km to work: 18.9% Over 20km to work: 11.6% Working mainly at or from home: 9.1%

Comparing to Derbyshire (16.5%), Derby has got a significant percentage of the resident population only travelling between 2 and 5km to work (34.5%).

Population Audit Commission Profile.

Distance travelled to work by the workplace population

2001 Derby Percentage of the workplace population travelling: Less than 2km to work: 18.3% Between 2 and 5km to work: 30.8% Between 5 and 10km to work: 17.3%

2001 Derbyshire Percentage of the workplace population travelling: Less than 2km to work: 25% Between 2 and 5km to work: 19.7% Between 5 and 10km to work: 17.1%

Comparing to Derbyshire, Derby has got a significant amount of the workplace population only travelling between 2 and 5km to work. The percentage of the workplace population working mainly at or from

Population Audit Commission Profile.

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Between 10 and 20km to work: 14.8% Over 20km to work: 10.1% Working mainly at or from home: 8.6%

Between 10 and 20km to work: 14% Over 20km to work: 8% Working mainly at or from home: 16.1%

home is significantly lower than Derbyshire.

Traffic growth Between 2000 and 2007 traffic has grown 5.1% in Derby city.

2000-2007: Leicester: 3.8% Nottingham: 1.9% East Midlands: 11.3% England: 9.2%

Between 2000 and 2004 traffic has grown 5.3% in Derby. 2000-04 Other East Midlands main cities: - Leicester: +3.5% - Nottingham: +2.2% - East Midlands: +8.6% - UK: +6.0%

Traffic growth in Derby exceeded growth seen in Leicester and Nottingham between 2000 and 2007. However, it was lower than the national average. Traffic in the East Midlands Region since 2000 has grown well above the average trend for England. There is significant traffic congestion on major radial and cross city routes at peak times. Traffic growth in urban areas is more constrained than the rural counties because of the capacity restrictions of the road network caused by a greater concentration of traffic on a smaller network

Population Derby CC Core Strategy SA 2008 (LTP). Derby City LTP3: Problems and Issues Working Paper V3.3, December 2009

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of roads. Where the volume of traffic begins to exceed the design capacity of a road, delays will occur that eventually leads to congestion. Traffic congestion is considered to be a considerable problem in the city centre and near schools

Traffic volume (million vehicle km)

2004 Derby: 1665

2004 Leicester: 1418 Nottingham: 1536

In 2004, Derby had the highest traffic volume when comparing to the other two East Midlands major cities, Leicester and Nottingham.

Population Derby CC Core Strategy SA 2008 (LTP and DfT National Road Traffic Survey, 2004).

Morning peak hour delays - average delay per mile

2008 Morning peak hour 8am to 9am – average delay per mile: Derby conurbation all routes: 2min 6sec Derby conurbation radial routes: 2min 18sec Derby conurbation orbital routes: 1min 28sec

2008 Morning peak hour 8am to 9am – average delay per mile: Leicester conurbation all routes: 2min 7sec Leicester conurbation radial routes: 2min 40sec Leicester conurbation orbital routes: 1min 41sec Nottingham conurbation all routes: 2min 4sec Nottingham conurbation radial routes: 2min 5sec

Derby has the least delays on its orbital routes when comparing to Leicester and Nottingham. However, delays on its radial routes are worse than Nottingham but better than Leicester.

Population Derby CC Core Strategy SA 2008 (6C’s Congestion Management Study, 2008).

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Nottingham conurbation orbital routes: 2min 2sec

Traffic delay, by arterial routes into Derby in the am peak – average delay per mile

2008 Morning peak hour 8am to 9am: A514 (Osmaston/ Chellaston Rd): 2min 6sec A5250 (Burton Rd): 2min 17sec A516 (Uttoxeter Rd): 1min 18sec A6 South: 2min 42sec Stenson Rd: 1min 33sec A52 West: 4min 3sec Kedleston Rd: 2min 50sec A6 North: 2min 16sec A61 (Ring Rd-City Centre): 2min 54sec A52 East (Ring Rd-City Centre): 2min 4sec

The most significant delays on radial routes are west bound on the A52, around the Ring Rd and along Kedleston Rd.

Population Derby CC Core Strategy SA 2008 (6C’s Congestion Management Study, 2008).

Inbound traffic flows

2006-07 Inbound traffic flows from 7am to 10am across the intermediate cordon: 35,291 vehicles, which is a 3% decrease compared to base year.

Not to exceed 7.9% growth in the number of inbound vehicles crossing the intermediate cordon between 7am and 10am, between 2004-05

On target. Population Derby CC Core Strategy SA 2008 (LA data, 2006-07).

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and 2010-11. Public transport passenger journey per year

2007-08 Public transport passenger journey per year originating in LTP area is 17,111,808 passengers.

For 2008-09 the target is 16,543,427.

Public transport passenger journeys per year originating in LTP area in 2007-08 exceeded the target of the following year.

Population Derby CC Core Strategy SA 2008 (LA data).

Buses running on time

Number of buses running within the required tolerance of between 1 minute early and 5 minutes late: First quarter of 2009-2010: 85.2% of buses were running on time in Derby.

2008-09: 86% 2009-10: 87% 2010-11: 88%

Fourth quarter of 2008-2009: 82.7% buses running on time in Derby. 2007-2008 83% buses running on time in Derby. 2006-07 85.5% buses running on time in Derby.

The percentage of buses running on time in Derby in the first quarter of 2009-2010 was slightly below the 2010-11 target. The percentage of buses running on time in Derby since 2006 has been fluctuating. Congestion causes delays to all road users and has a significant effect upon the operation of public transport services both in terms of having reliable journey times and being able to operate consistently with published timetables. Unreliability in public transport services is seen as a key factor in discouraging

Population Derby CC Core Strategy SA 2008. Derby Local Area Agreement 2008-11. Derby City LTP3: Problems and Issues Working Paper V3.3, December 2009

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people from using public transport.

Bus patronage As a percentage of the total East Midlands bus patronage 10% is in the Derby Housing Market Area (HMA).

7.2% of all trips made in the East Midlands are by public transport compared to an English average (excluding London) of 8.1%. Bus travel accounts for 70% of all public transport journeys in the region. As a percentage of the total East Midlands bus patronage: 27% is in Leicester and Leicestershire 31% is in Nottingham Core.

Derby has a target to increase the number of bus passenger journeys by: 8.9% between 2003/04 and 2010/11 to a target of 17.3 million.

The Derby Joint Progress Report, December 2008 reported that bus passenger journeys have outperformed the target for the three out of the four years since 2004/05. In 2007/08 there were just over 17 million trips made on buses across the Derby Joint LTP area compared to the target of 16.5 million. The main radial corridors provide the main bus routes into and out of the City.

Population Derby City LTP3: Problems and Issues Working Paper V3.3, December 2009

Number of cycling trips

2007-08 The number of recorded cycling trips using automatic cycle counters (ACC) was 418,503.

The target for 2010-11 is 15% increase on the 2003-04 number of cycling trips.

2003-04 The number of recorded cycling trips using automatic cycle counters (ACC) was 379,235.

In 2007-08 the number of recorded cycling trips had risen by 10% from 2003-04.

Population Derby CC Core Strategy SA 2008 (Derby Joint LTP and Transport Planning Group at DCC).

Proportion of households with no access to a car

2001 30.64%

Car ownership has increased and the number of households across the East Midlands that do not own a car has decreased from 28% to 19% between

2001 East Midlands: 24.25% England: 26.84%

In 2001, the percentage of households with no access to a car in Derby was higher when comparing to

Population Derby CC Core Strategy SA 2008 (AMR/ 2001 Census). Derby City LTP3: Problems

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1996 and 2006. The number of households with two or more cars has increased by 8% between 1996 and 2006.

the regional and national average.

and Issues Working Paper V3.3, December 2009

Percentage of residents who think that for their local area, over the past three years, the level of traffic congestion has got better or stayed the same

2003-04 40.9%

2003-04 - Derbyshire: 30.1% - England: 32.03%

The perception indicator in Derby was better than the regional and national perception. The results of the National Highways and Transportation Public Satisfaction survey 2009 provided the following feedback in Derby:

Ranked in the bottom 20 authorities for overall satisfaction with traffic levels and congestion.

Population Derby CC Core Strategy SA 2008. Audit Commission Profile. Derby City LTP3: Problems and Issues Working Paper V3.3, December 2009

Satisfaction of residents with public transport

2006-07 Derby Percentage of residents satisfied with the frequency of buses: 80% 2003-04 Percentage of residents satisfied

2006-07 Derbyshire Percentage of residents satisfied with the frequency of buses: 69% 2003-04 Percentage of residents satisfied with the local bus service: 65%

2000-01 Derby Percentage of residents satisfied with the local bus service: 65% Percentage of residents satisfied with the provision of

The satisfaction with the local bus service and provision of public transport information increased between 2000 and 2007 and the percentage of residents satisfied was higher when

Population Audit Commission Profile.

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with the local bus service: 71% Percentage of residents satisfied with the provision of public transport information: 65% Percentage of residents who think that for their local area, over the past 3 years, the public transport has got better or stayed the same: 84.85%

Percentage of residents satisfied with the provision of public transport information: 59% Percentage of residents who think that for their local area, over the past 3 years, the public transport has got better or stayed the same: 81.02%

public transport information: 54% Derbyshire Percentage of residents satisfied with the local bus service: 54.4% Percentage of residents satisfied with the provision of public transport information: 53.1%

compared to Derbyshire.

Percentage length of footpaths and rights of way which are easy to use

2005-06 Derby: 88.1%

2005-06 Derbyshire: 67.7%

2004-05 Derby: 81.5% Derbyshire: 57.3% 2003-04 Derby: 70% Derbyshire: 51.5%

The % length of easy to use footpaths and rights of ways increased between 2003 and 2006.

Population, Material Assets

Audit Commission Profile.

Percentage of the footway network which may require repair

2005-06 Derby: 36%

2005-06 Derbyshire: 38%

2004-05 Derby: 32% Derbyshire: 32% 2003-04 Derby: 30% Derbyshire: 34%

The % of the footway network which may require repair increased between 2003 and 2006.

Population, Material Assets

Audit Commission Profile.

Percentage of pedestrian crossing which have facilities for disabled people

2005-06 Derby: 94.1%

2005-06 Derbyshire: 98.2%

2004-05 Derby: 93.8% Derbyshire: 98.1% 2003-04

The trend between 2003 and 2006 shows an improvement.

Population, Material Assets

Audit Commission Profile.

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Derby: 91.4% Derbyshire: 64.1

Derby Midland Rail Station usage – based on ticket sales

2007-08 Entries: 1,501,128 Exits: 1,486,235 Total 2,987,363

National ticket sales information provided by Midland Mainline, the operator of Derby Midland rail station showed that the most popular destinations from Derby are as follows: London 21.1% Birmingham 13.4% Nottingham 8.8% Leicester 7.6 Sheffield 5.6% The ticket sales data showed that the most popular locations where people have travelled to Derby by rail from are: London 2.6% Birmingham 13.1% Nottingham 8.7% Leicester 7.1% Sheffield 5.1%

2006-07 Entries: 1,436,524 Exits: 1,423,598 Total: 2,860,122 2005-06 Entries: 1,313,303 Exits: 1,307,407 Total: 2,620,711 2004-05 Entries: 1,316,953 Exits: 1,306,625 Total: 2,623,578 2002-03 Entries: 1,202,503 Exits: 1,195,784 Total: 2,398,287

Data show that between 2002-03 and 2007-08 the Derby Midland rail station usage increased (based on ticket sales). However, there was a slight decrease between 2004-05 and 2005-06, due to a decrease on the total number of entries at the station. Data shows that the most popular destination from/to Derby is Birmingham, followed by Nottingham and Leicester.

Population Office of Rail Regulation website: http://www.rail-reg.gov.uk/server/show/nav.1529 Derby City LTP3: Problems and Issues Working Paper V3.3, December 2009

Children living within 15 minutes travel time of a primary school by public transport

In 2007-08, 99% of pupils of compulsory school age in LTP area, in receipt of free school meals, were within 15 minutes of a primary school by public transport.

2010-11 99%

2004-05 99%

On target. Population Derby CC Core Strategy SA 2008 (Comprehensive Area Assessment and Transport Planning Group at Derby City Council).

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Annual Monitoring Report 2008.

Children travelling to school by car

2007-08 21%

2010-11 23% - there should be no increase in the proportion of pupils travelling to schools by car (excluding car share) from the 2006-07 figure.

2006-07 23%

Results for 2007-08 show that performance has improved, outperforming the target of 23%.

Population Derby CC Core Strategy SA 2008 (Comprehensive Area Assessment and Transport Planning Group at Derby City Council).

Number of visitors 2006 7,169.2 thousand visitors

2006 East Midlands: 142,870 visitors

There was 0.5 % increase in the number of visitors between 2005 and 2006.

Derby CC Core Strategy SA 2008 (STEAM Report)

Access to Health facilities

2008 Number of GPs accessible by: Public transport/ walk: 2 Cycle: 3 Car: 5 Number of Hospitals accessible by: Public transport/ walk: 1 Cycle: 1 Car: 3 Almost all residential areas fall within 30 minutes public

Closure of the Derbyshire Royal Infirmary and the transfer of services to the Derby City General Hospital have caused concerns to be raised about the lack of direct bus services from the southern suburbs of the city to the hospital

Population Derby CC Core Strategy SA 2008. Derby City LTP3: Problems and Issues Working Paper V3.3, December 2009

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transport travel time to a GP. However, accessibility to hospitals is not as good with most of Oakwood, Spondon and parts of Allestree and Chellaston falling beyond 30 minutes.

Access to jobs 2008 Number of jobs accessible by: Public transport/ walk: > 5,000 Cycle: > 5,000 Car: > 5,000

2007 Number of jobs accessible by: Public transport/ walk: > 5,000 Cycle: > 5,000 Car: > 5,000

In 2008 more than 5,000 jobs in Derby were accessible by public transport, walking, cycling and by car. There was no change from 2007.

Population Derby City LTP3: Problems and Issues Working Paper V3.3, December 2009

Working age population with access to employment by public transport, walking and cycling

2008 Derby 83.6%

The target has been 83.6% since 2005-06.

On target. Population Annual Monitoring Report 2008.

Percentage of the population within 20 minutes walking time of 3 different sports facilities, where at least one has achieved a quality mark

2005-06 Derby: 31.27%

2005-06 England: 31.64%

Very slightly below the national average.

Population Derby CC Core Strategy SA 2008 (Audit Commission).

Number of people killed and

2008 Derby: 110

2010-11: 93 2009-10: 100

Derby: 2005 – 102

The trend was stable between 2003 and

Population Derby Local Area

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

seriously injured on the roads (all)

2008-09: 106 2004 – 117 2003 – 100

2005 and the target for 2008-09 was not achieved.

Agreement 2008-11. Audit Commission Profile.

Number of people killed and seriously injured on the roads (children)

2005 Derby: 16

Derby: 2004 – 21 2003 – 16

The trend was relatively stable between 2003 and 2005.

Population Audit Commission Profile.

Number of pedestrians killed or seriously injured on all roads in LTP area

2006-07 44

40% reduction by 2010 from 1995-98 annual average.

Performing well towards the 2010 target. 36% reduction in 2006-07 from 1995-98 annual average.

Population Derby CC Core Strategy SA 2008 (LA).

Total number of road accident casualties (all)

2005 Derby: 936

Derby: 2004 – 1,000 2003 – 1,053

The trend improved between 2003 and 2005.

Population Audit Commission Profile.

Total number of road accident casualties (pedestrian)

2005 Derby: 142

Derby: 2004 – 173 2003 – 150

The trend was relatively stable between 2003 and 2005.

Population Audit Commission Profile.

Total number of road accident casualties (cyclists)

2005 Derby: 85

Derby: 2004 – 103 2003 – 94

The trend was relatively stable between 2003 and 2005.

Population Audit Commission Profile.

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Table B.2 - Environmental Baseline

Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

Biodiversity, Flora and Fauna Number of sites designated for nature conservation

There is one SSSI, 3.92 ha – Boulton Moor, considered to be in favourable condition. There are 64 locally designated Wildlife Sites in Derby City covering 554.09 ha, and 7.21% of the city area. There are 10 Local Nature Reserves (LNR) in Derby, equivalent to 0.8ha per 1,000 population.

East Midlands: 384 SSSI 83 LNR England: 4000+ SSSI 1280+ LNR

1.0 ha per 1000 population (English Nature)

No new SSSI sites are likely to be designated.

The sites designated for nature conservation can be considered under pressure from development within the city limits. The Local Nature Reserves constitute 0.80ha per 1,000 population which is a little below English Nature's target of 1.0 ha per 1,000 population. The East Midlands is seen as the most deficient region in biodiversity in the Country.

Biodiversity, fauna, flora

Derby CC Core Strategy SA, 2008 (Natural England EMRA biodiversity strategy). Derbyshire Wildlife Register, 2005. Derby City Council. Nature on the map website.

Area of Woodland 1991 99ha of woodland, equivalent to just over 1% of the city’s total area, 2 of which are Ancient Woodlands.

The extent of woodland within the City area is recognised as being an under-represented habitat.

Biodiversity, fauna, flora

Derby CC Core Strategy SA, 2008 (1991 Woodland Audit).

Extent of natural habitats

Extent of: - Unimproved semi-natural grassland: 10ha

Derby CC Core Strategy SA, 2008

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

- Hedgerows: 187km, of which 40% are considered to be species rich (identified in 2003).

(Derbyshire Wildlife Trust Audit, LA 2003 Survey).

Existing Biodiversity Habitats (BAP)

Species recorded, many of which are unusual or uncommon: - Dark Bush Cricket - Common Broomrape - White Clawed Crayfish - Great Crested Newts - Otter - Badger - Little Ringed Plover - Toothwort - Moonwort - Glow worm - Hawfinch.

Difficult to monitor given lack of data.

The Lowland Derbyshire Biodiversity Action Plan (BAP) identified Derby to be home to some species found nowhere else in Derbyshire, such as the Dark Bush Cricket. Some of these (like badgers and Great Crested Newts) also have legal protection.

Biodiversity, fauna, flora

Derby CC Core Strategy SA, 2008.

Number of Regionally Important Geological and Geomorphological Sites (RIGGS)

There are 11 RIGGS in Derby City

Derbyshire: 108 RIGGS (excluding the Peak District National Park): - High Peak 11 (of which 4 are cave sites) - Derbyshire Dales: 47 - North East Derbyshire: 7 - Bolsover:15 - Amber Valley: 13

Only 10% of the Derbyshire RIGGS are located within Derby City. Around 44% of the RIGGS are located within Derbyshire Dales.

Soil Derby and Derbyshire Minerals and Waste 2009.

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

- Erewash: 8 - South Derbyshire: 7

Landscape and Townscape Landscape Character Areas

2004: There were 6 Landscape Character Areas within Derby: - Derbyshire Peak Fringe and Lower Derwent - Nottinghamshire, Derbyshire and Yorkshire Coalfield, - Needwood and South Derbyshire Claylands, - Trent Valley Washlands - Melbourne Parklands - Leicestershire and South Derbyshire Coalfield.

The most dominant Landscape Character Areas were Trent Valley Washlands and Needwood and South Derbyshire Claylands. It is likely that development and continued urbanisation will persist within the Trent Valley Washlands.

Landscape Derby CC Core Strategy SA, 2005.

Extent of Green Belts

2007: 245ha of Green Belt land designated to the east and north of the City

Area of designated green belt (2008/09): -East Midlands: 78,620ha - England: 1,638,840ha

No target but demonstrates need for considering protecting green belt.

In 2007, the 245ha of Green Belt land designated to the east and north of the City, protected Derby from coalescing with Nottingham built up area. It is likely that incremental erosion of green belt will continue around the

Biodiversity, fauna, flora, Landscape

Derby CC Core Strategy SA, 2008 (LA data 2007).

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

city fringes. Extent of Green Wedges

2007: 1,385ha of green wedges designated by Derby City Council.

The Green Wedge land area performs the function of defining and enhancing the urban structure of Derby and of bringing the countryside closer to the city. Many formal sports facilities, parks and areas of public open space lie within them.

Biodiversity, fauna, flora, Landscape

Derby CC Core Strategy SA, 2008 (LA data 2007).

Historic Environment World Heritage Site (WHS)

There is one WHS in Derby, the Derwent Valley Mills. The site includes the industrial museum, Darley Park, the Darley Abbey Conservation Area and St Matthews church.

Increasing congestion in Derby City affects negatively this World Heritage Site, as impacts associated with congestion are likely to worsen

Cultural heritage

Lower Derwent FRMS 2008.

Listed Buildings There are 387 Listed Buildings in Derby City of which: 9 are Grade I 40 are Grade II* 338 are Grade II

There are 5,569 Listed Buildings in Derbyshire.

Increased volumes of traffic, inappropriate use of roads, (e.g. weight restriction breeches), street clutter and design alterations have significant detrimental effects on historic buildings and areas.

Cultural heritage

Derby and Derbyshire Minerals and Waste 2009. Derby CC Core Strategy SA, 2008

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

Listed Buildings at risk

2007: Grade I and II*: 2% Grade II: 2% 292 buildings are locally listed.

2007: East Midlands Grade I and II*: 4.2% England: Grade I and II*: 3.3%

2003-04 Derby Grade II: 4.43% Derbyshire Grade II: 4.71%

In 2007 there were less Listed Buildings at risk compared with 2003-04. The percentage of Listed Buildings at risk in 2007 in Derby is well below the regional and national average.

Cultural heritage

English Heritage Derby data State of the Region Report 2007

Conservation Areas

2008: 15 Conservation Areas. Percentage of Conservation Areas with published appraisals: 13% Percentage of Conservation Areas with management plans: 7%

Percentage of Conservation Areas with published appraisals and management plans by 2010: 100%

2006 14 Conservation Areas.

Increasing congestion in Derby City affects negatively the existing Conservation Areas.

Cultural heritage

Annual Monitoring Report, 2008

Scheduled Monuments

2008: 8 Scheduled Monuments

There are potential threats to Scheduled Monuments from increased traffic volumes and future developments.

Cultural heritage

Derby CC Core Strategy SA, 2008

Registered Parks and Gardens

Derby has three entries in the Register of Parks and Gardens: - Nottingham Road Old Cemetery

Cultural heritage

Derby CC Core Strategy SA, 2008

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

- The Old Cemetery Uttoxeter New Road - Derby Arboretum.

Archaeological Alert Areas

2008 9 Archaeological Alert Areas

Current research on the Archaeological Alert Areas suggests that they are of high archaeological potential.

Cultural heritage

Derby CC Core Strategy SA, 2008

Soil and Water including Flooding Extent of brownfield land

2007: - Approximately 220ha of brownfield land

Development pressure with limited availability of brownfield sites in Derby is likely to lead to allocation of greenfield sites for future development.

Soil, Landscape

Derby CC Core Strategy SA, 2008 (National Land Use Database - 2007).

Dwellings built on previously developed land

2007-08: 83%

2008: 60%

Derby: 2006-07: 74% 2005-06: 59% 2004-05: 53% 2003-04: 50% 2002-03: 63% 2001-02: 51% 2000-01: 22% 2006-07 - East Midlands: 64% - UK: 71%

The target to achieve 60% brownfield completions by 2008 has been significantly exceeded.

Soil, Landscape

Derby Annual Monitoring Report, 2008.

Percentage built up area

2001: 68% of the City land is built up area

Most of the remaining 32% is an important green resource.

Soil, Landscape, population

Derby CC Core Strategy SA, 2008 (Census

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

2001) Nitrates and phosphates in rivers

2006: - Nitrate in rivers: 8% - Phosphate in rivers: 91.1%

2006: Nitrates - East Midlands: 44.2% - UK: 28.3% Phosphate - East Midlands: 72.6% - UK: 50.1%

In 2006, the percentage of nitrates was significantly lower in Derby rivers when compared to the regional and national values. However, the percentage of phosphate was significantly higher when compared to the regional and national values.

Water Derby CC Core Strategy SA, 2008

River water quality (chemical and biological quality)

2008 The catchment of the River Derwent, which is part of the Derbyshire Derwent catchment, covers an area of 1,194km2, covering much of Derbyshire County and crossing the city of Derby. The River Derwent has 4 monitoring sites within Derby city’s boundaries (listed below) where the Environment Agency assesses the quality of the river by looking at chemical and

2000 – 2007

Sites 1 2 3 4 b c b c b c b c

2007 B - A - A * A - 2006 B - C * A * A * 2005 B - C * A * A * 2004 A - C * A * A * 2003 A - C * A * A * 2002 A - B * A * A * 2001 * * * * * * * * 2000 B * C * A * A *

Key b – Biological quality c – Chemical quality * – There are no grades available, but water quality achieved EA biological and chemical targets (water quality considered compliant) - – No information available Water classification: A (very good quality) down to F (bad

Water River Basin Management Plan, Humber River Basin District – Main document, Environment Agency, 2009 Environment Agency website.

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

biological quality of the water: Site 1: River stretch: Derby Stw To 'D' Cut Weir Site 2: River stretch: St. Mary'S Br Derby To Derby Stw Site 3: River stretch: A38 Allestree To St. Mary'S Br Derby Site 4: River stretch: A6 Milford To A38 Allestree Water classification: A (very good quality) down to F (bad quality) Site 1 Biological: A Chemical: B Site 2 Biological: A Chemical: A Site 3 Biological: A Chemical: A Site 4 Biological: A Chemical: A In 2008 the biological and chemical quality of the River Derwent waters was assessed

quality) Between 2000 and 2007 the chemical and biological quality of the River Derwent water (within city of Derby boundaries) achieved good to very good status. Site 2 (River stretch: St. Mary'S Br Derby To Derby Stw) performed the worst (C classification for biological quality) in 2000 and between 2003 and 2006, when compared to all the other monitoring sites. There are threats to water quality from increasing pollution levels, especially sewage and urban run-off.

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

as very good in all 4 monitoring sites.

Groundwater source protection zones (SPZ)

There are 2 Source Protection Zones in the City; one quite extensive around the River Derwent in the north and one small in the centre.

Water Environment Agency website

Risk of flooding Extent of land falling in flood zones: - Zone 3: 1250.69ha, - Zone 2: 1566.69ha (including 316ha in Flood Zone 3)

20% of City’s area falls within Flood Zone 2. Significant parts of the City, including A52, inner Ring Road, East Gate, Meadow Road, are at increased risk from flooding. Some of the Derby flood defences are reaching the end of their design life and some areas are at increased risk of flooding.

Water Derby CC Core Strategy SA, 2008

Air Quality Total CO2 Emissions/ Percentage of road transport emission

For detailed data see Tables B.3 and B.4 2007

Total CO2 emission

% - road transport

UK target of reducing CO2 emissions by 80% below 1990 levels, by the year 2050

For detailed data see Tables B.3 and B.4 2006

Total CO2 emission (kt)

% - road transport

Derby 1,670 23.1%

Air, Climatic Factors

Local and Regional CO2 Emissions Estimates for 2005-

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

(kt) Derby 1,704 22.8% East Midlands 39,024 28.7% National 516,672 26.4%

East Midlands 40,019 27.7% National 525,651 25.7%

2005

Total CO2 emission (kt)

% - road transport

Derby 1,747 22.7% East Midlands 40,287 27.9% National 526,345 26.1%

Need to reduce CO2 emissions. In 2007, 2006 and 2005 per capita emissions were lower in Derby than the national average. However, at regional level, East Midlands per capita emissions were higher than the national average. Total CO2 emissions and CO2 emissions from road transport have been fluctuating between 2005 and 2007 for Derby.

2007', produced by AEA for DECC (http://www.decc.gov.uk/en/content/cms/statistics/climate_change/localco2/localco2.aspx)

Number of days PM10 24 hour standard is exceeded

See Figure D.3 for the location of AQMAs within Derby 2005 Victory Road AQMA: 18 days exceeded during the year (2005 is the latest year of data available at present for PM10)

The National Air Quality Strategy objective is no more than 35 days per year recorded as exceeding 50 microgram’s per cubic metre to be achieved by 31 Dec 2004.

1999: 46 days 2000: 41 days 2001: 31 days 2002: 27 days 2003: 57 days 2004: 40 days

24 hour mean objective has been exceeded in previous years, but is achieved in the latest year for which data is available. Facility which was identified as a source of PM10 emissions ceased operating in 2005.

Air Derby City Council

Annual Mean PM10 concentrations

2008 Sinfin site: 19.0 µgm-3

Garage site: 23.0 µgm-3

N/A The National Air Quality Strategy objective is an annual mean of

2005 Sinfin site: 24.5 µgm-3

Garage site: 24.2

Annual mean objective achieved in all years for all sites.

Air Derby City Council

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

Warwick site: 26.7 µgm-3 2005 Victory Road site: 24.0 µgm-3

40 microgram’s per cubic metre to be achieved by 31 Dec 2004.

µgm-3 Warwick site: 30.0 µgm-3 2006 Sinfin site: 23.2 µgm-3

Garage site: 27.2 µgm-3 Warwick site: 29.4 µgm-3 2007 Sinfin site: 21.0 µgm-3

Garage site: 25.5 µgm-3 Warwick site: 30.1 µgm-3 Victory Road site 1999: 33 µgm-3 2000: 33 µgm-3 2001: 29 µgm-3 2002: 29 µgm-3 2003: 31 µgm-3 2004: 31 µgm-3

Victory Road and Sinfin sites monitor the industrial PM10. Sinfin site is currently under review. Warwick site is a roadside site.

Annual Mean NO2 concentrations

2008: Warwick Ave: 41µgm-3

Abbey St: 46 µgm-3

Council House: 33.7 µgm-3

N/A The National Air Quality Strategy objective is an annual mean of 40 microgram’s per cubic metre to be achieved by 31 Dec 2005

Warwick Ave 2007: 51.5 Abbey St 2004: 52.6 2005: 40.1 2006: 48.6 2007: 43.4

Annual mean objective exceeded in current and previous years both Warwick Avenue and Abbey Street. These sites are within the AQMA.

Air Derby City Council

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Indicator Quantified Data for Derby

Comparator Targets Current Trends Issue Identified SEA topic Source

Council House 2001: 37 2002: 38 2003: 42.9 2004: 32.1 2005: 28.4 2006: 33.7 2007: 35.1

Noise There is currently no noise monitoring in the Derby area. Derby is a second round agglomeration and noise modelling (all roads and railways) in Derby are due to be mapped by DEFRA in 2012. However, DEFRA have mapped all major roads and railways in England. There are no issues for railways in Derby. There are some first priority locations for major roads in Derby (see Figure D.4). These locations are where more than 1% of the population is affected with an LA10, 18 hours>76dB (this is from the modelling output alone). If the model is correct the noise maker (HA or DCC) will be responsible for putting in place an action plan to reduce noise levels from the road in these locations. There is no guidance on what action should be taken or how much the noise should be reduced by. It is expected the first priority locations will be investigated by March 2011.

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Table B.3 - Local, Regional and National CO2 emissions16

kt CO2 Year Ind

ust

ry a

nd

Co

mm

erci

al

Do

mes

tic

Ro

ad T

ran

spo

rt

LU

LU

CF

17

To

tal

Po

pu

lati

on

('

000s

, mid

-yea

r es

tim

ate)

Per

Cap

ita

Em

issi

on

s (t

)

Derby

2005 811 538 396 2 1,747 235.1

7.4

2006 744 538 386 2 1,670 236.3

7.1

2007 793 521 388 2 1,704 237.9

7.2

East Midlands Total

2005 18,102

10,505

11,225

455

40,287

4,328

9.3

2006 17,965

10,538

11,091

425

40,019

4,364

9.2

2007 17,166

10,230

11,200

429

39,024

4,399

8.9

UK Total

2005 241,524

149,568

137,186 - 1,934

526,345 60240.0

8.7

2006 241,650

150,782

135,036 - 1,816

525,651 60587.9

8.7

2007 236,401

145,725

136,361 - 1,815

516,672 60975.4

8.5

16 Source: 'Local and Regional CO2 Emissions Estimates for 2005-2007', produced by AEA for DECC (see http://www.decc.gov.uk/en/content/cms/statistics/climate_change/localco2/localco2.aspx) 17 LULUCF – Emissions related to land use, land-use change and forestry (LULUCF) activities

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Table B.4 - CO2 Emissions for road transport breakdown18

Dataset name Full Local CO2 emission estimates, sector and fuel details Year 2005-2007 Release date 17/09/2009

Units kt CO2

LA Region Name Year

U. A

-Ro

ads

Pet

rol

V. A

-Ro

ads

Die

sel

W. M

oto

rway

s P

etro

l

X. M

oto

rway

s D

iese

l

Y. M

ino

r P

etro

l

Z. M

ino

r D

iese

l

ZA

. Ro

ad T

ran

spo

rt

Oth

er

Derby

2005 90 71 - - 146 87 2 2006 85 72 - - 139 89 2 2007 81 73 - - 138 94 2

East Midlands Total

2005 2,537 3,150 670 1,723 1,749 1,353 45 2006 2,415 3,240 633 1,721 1,660 1,377 45 2007 2,315 3,385 597 1,752 1,652 1,455 43

UK Total

2005 30,585 30,078 10,080 21,280 25,709 18,862 593 2006 29,111 30,671 9,523 21,546 24,404 19,185 595 2007 27,692 31,893 9,160 22,453 24,295 20,305 562

18 Source: 'Local and Regional CO2 Emissions Estimates for 2005-2007', produced by AEA for DECC (see http://www.decc.gov.uk/en/content/cms/statistics/climate_change/localco2/localco2.aspx)

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Appendix C - LTP2 SEA Objectives (2005) and DCC Core Strategy

Objectives (2008)

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C.1 Local Transport Plan 2 SEA Objectives taken from LTP2 SEA Environmental Report, 2005 Air

1. Enhance local air quality 2. Reduce emissions in the Inner and Outer Ring Road AQMA and ensure that air quality

in these areas continues to improve

Climate

3. Minimise the emission of greenhouse gases

Population and Human Health

4. Reduce the number of people annoyed by noise 5. Enhance local air quality 6. Promote, support and sustain healthy communities and lifestyles, including travel 7. Improve environmental conditions on the streets of Derby, so as to restore to these

areas a sense of ‘place’ and encourage greater social interaction and greater ‘natural surveillance’

8. Reduce the number of locations where danger from transport (actual or perceived) inhibits day to day activities, whether or not casualties are currently a significant problem

Biodiversity, flora and fauna

9. Avoid damage to, and seek to enhance, designated wildlife sites, including County Wildlife Sites and Local Nature Reserves and protected species

10. Adopt the principle of no net loss of priority habitats and, where possible, manage and develop habitats to enhance biodiversity

11. Seek to create habitat when developing landscaping schemes for new transport infrastructure projects, using native species of local provenance wherever possible

12. Utilise existing transport infrastructure to create wildlife corridors 13. Maintain and enhance access to wildlife sites and greenspace, especially through

walking and cycling

Cultural Heritage Including Archaeology

14. Conserve and enhance the heritage of historic (and cultural) assets, including their setting

Soil

15. Protect the most important and vulnerable soil types

Landscape and Townscape

16. Protect and enhance the character of the landscape and townscape

Material Assets

17. Protect assets of economic value to the area

Water

18. Protect the water environment 19. Reduce the risk of flooding

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C.2 Derby City Council Core Strategy Objectives taken from DCC Core Strategy SA Scoping Report, 2008

1. To reduce Derby’s contribution to Climate Change and manage its effects, including flooding.

2. To minimise traffic and the length of journeys travelled by people and goods. 3. To minimise pollution. 4. To manage and conserve natural resources and minimise the production of waste. 5. To reduce deprivation and inequalities. 6. To reduce crime and promote safer and more cohesive communities. 7. To ensure that the existing and future housing supply meets the needs of the city. 8. To improve levels of education and skills and reduce education inequalities. 9. To improve health, reduce health inequalities and increase levels of physical activity. 10. To protect and enhance Derby’s cultural heritage including its townscape and

archaeology. 11. To create and maintain a prosperous and economically vibrant City that meets the

varying needs of its residents 12. To maximise people’s accessibility to services and facilities. 13. To protect and enhance green infrastructure, biodiversity, geodiversity and the natural

environment

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Appendix D - Maps

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Figure D.1 - Derby LTP3 study area

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Figure D.2 - Natural Environment Constraints

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Figure D.3 - Air Quality Management Areas

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Figure D.4 - Noise Action Planning First Priority Locations for Major Roads and Major Railways Outside Agglomerations

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Figure D.5 - Human Environment Constraints

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Figure D.6 - East Midlands IMD 2007

Derby

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Figure D.7 - Derby’s overall ranking (IMD 2007)

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Figure D.8 - Derby’s most deprived areas on the Income domain

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Figure D.9 - Derby’s most deprived areas on the Health Deprivation and Disability domain

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