Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Local Transport Plan
2011-2021
Delivering our Priorities
Implementation Plan
for 2011/12 – 13/14
Environmental Report Addendum
October 2011
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Contents
Non-technical Summary
1
1. Introduction
5
2. Environment Context Overview and Challenges
7
2.1. Environment
2.2. Population
2.3. Human Health
3. Revised Assessment of Strategic Priorities
3.1. Strategic Options Assessment
3.2. Comparison of Strategy priorities to SEA concerns
3.3. Priority Assessments
3.4. Mitigation
4. Assessment of Implementation Plan
4.1. Scheme assessment methodology
4.2. Scheme match to Strategy priorities
4.3. Specific scheme assessments
7
9
11
13
13
13
15
30
31
31
31
36
5. Mitigation and monitoring
62
Appendix 1: Environmental Context
65
1.1. Environment
1.2. Population
1.3. Human Health
1.4. Economy
Appendix 2: Habitat Regulations Screening Assessment
Appendix 3: Equality Impacts Assessment
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Non-technical Summary
1. An Environmental Report, published in November 2010, documented the
possible environmental impacts of the draft Local Transport Plan 2011 – 2021
Strategy for Lancashire. The report also included health and equality impact
assessments. A further report was to accompany each Implementation Plan to
examine the local impacts of the specific schemes included.
2. The implementation of the strategy will work to a rolling three-year programme
presented in an annual Implementation Plan. This is the Environmental Report
Addendum on the first of the LTP3 Implementation Plans which covers the period
2011/12-2013/14 for the county of Lancashire. This report shows not only the
local impacts of the schemes included in the Implementation Plan, but also how
these schemes address the environmental, social and health issues highlighted
by the initial Environmental Report.
3. The Strategy sets out three key drivers for the early Implementation Plans,
namely economic growth, child safety and the maintenance of our transport
asset, which can be summarised as:
o A focus on improving the links between areas of economic opportunity and
their prospective workforce and markets
o Investment in the safety of our children and young people
o Making sure our network of roads, bridges, streetlights, public spaces and
other assets remains fit for purpose and the most important parts are kept
safe and accessible.
4. Key issues raised by the SER included the poor quality of many public spaces
which makes using them unattractive, the high level of road causalities in the
county, the poor state of public health and the dependence on the private car.
5. The key environmental and social difficulties faced by the county were examined
in the SER. This report provides more detail on some issues, including the
changes that have happened since the first report, and looks at the challenges to
the county now faces.
6. The natural environment is significant to both the economy and to making
Lancashire a better place to live. Protecting and improving our environment are
not key priorities in the early years of the Strategy and so extra care will need to
be taken to get the most environmental benefit from what is done and limit any
damage.
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7. Our historic environment and our landscape are also significant assets and to
protect them we will have to make sure that any work carried out is in keeping
with the area.
8. Making sustainable transport modes like walking, cycling and public transport
more attractive will not only reduce our impact on the natural environment, but
will reduce noise and help to preserve tranquillity. It will also help to reduce the
county’s CO2 footprint and help to improve air quality in our urban areas.
9. Flooding can be a major problem and may become a bigger risk as the climate
changes. We will have to make sure that surface water from our highways does
not contribute to flooding or to pollution.
10. The English Indices of Deprivation 2010 show that there are major differences
across the county. Burnley, Hyndburn, Pendle and Preston are within the top 50
most deprived districts in England and there are areas of severe deprivation in
other districts. Since these indices were published, there has been an economic
downturn that has had a significant impact on the North West.
11. The public health system is changing in England and the county council will
have greater responsibilities to improve health which will make promoting
sustainable transport even more important.
12. The revised priorities in the adopted strategy and the schemes included in the
Implementation Plan show that there are risks attached to what we are
proposing. The most significant risks identified are that:
o prioritising investment in the economic priorities will divert resources from
efforts to reduce carbon emissions
o the pressure on our transport infrastructure will increase, meaning that the
environment is further threatened and that maintenance costs increase.
o biodiversity is reduced because of the emphasis on the economy
o increasing travel, needed to ensure that all of the county can access
employment in the key areas, will increase carbon emissions.
o prioritising investment in the economic priorities will divert resources from
disadvantaged communities
o historic landscape will suffer as a result of the high cost of appropriate
maintenance.
13. Mitigation of these risks presents a real challenge to the successful delivery of
the implementation Plan but is achievable. The main measures needed are:
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o promoting biodiversity where possible in schemes. This may be as simple
as ensuring that new infrastructure links to existing wildlife corridors or that
maintenance regimes are species friendly.
o Maintenance in areas of historic significance must take into account visual
amenity.
o Where possible, public realm enhancements should improve open space
provision. This is particularly the case for walking and cycling
infrastructure.
o Development that occurs as the result of the plan must take environmental
considerations into full account.
o Air quality improvements and noise reduction should be considered in all
schemes, particularly connected to maintenance and sustainable transport
provision.
o The contribution of surface water runoff to pollution and flood risk must be
acknowledged and specific mitigation put in place.
o Although the focus of the Strategy is on economic development, which is
predominantly in Central Lancashire, the needs of disadvantaged
communities must not be forgotten. Access from these communities is a
key consideration for the Plan.
o Although not specifically addressed in the projects, the changing
demographics of the county must increasingly be considered, particularly
the challenges presented by an ageing population.
o Public attitude to the needs of the environment varies greatly across the
county and may present a challenge to greater use of sustainable
transport modes. Education and social marketing may be required to
overcome a reluctance to switch modes.
o Improvements in health will be dependent on an acceptance of sustainable
modes of travel.
o Due attention must be paid in all projects to the specific needs of users,
particularly those who may be disabled or experience greater challenges
in travelling.
14. Effective monitoring will be carried out to make sure that the Plan meets its
targets and that any negative impacts are minimised. The monitoring will allow
future Implementation Plans to address mitigation issues over the life of the
Strategy.
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1. Introduction
1.1. An Environmental Report, published in November 2010, documented the
possible environmental impacts of the draft Local Transport Plan 2011 – 2021
Strategy for Lancashire. The report also included health and equality impact
assessments. A subsequent addendum was to accompany each
Implementation Plan to examine the local impacts of the specific schemes
included.
1.2. The implementation of the strategy will work to a rolling three-year programme
presented in an annual Implementation Plan. This is the Environmental Report
Addendum on the first of the LTP3 Implementation Plans which covers the
period 2011/12-2013/14 for the county of Lancashire.
1.3. This report will show not only the local impacts of the schemes included in the
Implementation Plan, but also how these schemes address the environmental,
social and health issues highlighted by the initial Environmental Report. In view
of comments received on the contents of that report, this first Implementation
Plan report also includes revised assessments of the LTP priorities to reflect
the final Strategy and revised baseline data.
1.4. The key issues raised by the initial report still remain. These were:
o The poor quality of many public spaces makes walking, cycling and the use
of public transport unattractive and compounds perceptions about crime and
safety. Levels of road congestion and poor behaviour by road users may
further discourage people from using the most sustainable options.
o The rate of casualties from road accidents is above the national average
across most of Lancashire, and is a particular concern in more
disadvantaged communities and around centrally located areas like Preston.
The number of child casualties in these areas also remains a key issue.
o The state of public health in Lancashire is a substantial problem which has
wide ranging consequences. Walking and cycling can make a particularly
important contribution towards improving health.
o Lancashire sees a high reliance on private transport and typically greater
travel distances than in more populous metropolitan areas. This contributes
to a relatively high rate of carbon emissions (per person), whilst the
geography of the area makes the delivery of public transport alternatives
particularly challenging in rural areas.
o Anti-social and criminal behaviour associated with transport has a negative
impact on local communities, community cohesion and on measures to
promote more sustainable alternatives to the car.
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1.5. As acknowledged in the Strategy, public finance for transport are likely to be
limited in the next years and so the County Council will focus its efforts and
resources, at least in the short term covered by this first Implementation Plan,
on those actions which can deliver most benefit for Lancashire in these
challenging times.
1.6. The Strategy sets out three key drivers for the early Implementation Plans,
namely economic growth, child safety and the maintenance of our transport
asset, which can be summarised as:
o A focus on improving the links between areas of economic opportunity and
their prospective workforce and markets
o Investment in the safety of our children and young people
o Making sure our network of roads, bridges, streetlights, public spaces and
other assets remains fit for purpose and the most important parts are kept
safe and accessible.
1.7. This report will show how we have addressed the key issues noted above while
still working towards our three principal drivers.
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2. Environmental context overview and challenges
2.1.
The key environmental and social difficulties faced by different parts of
Lancashire were outlined in the first Strategy Environmental Report (SER).
This chapter will examine the principal additions and changes to these factors
that have occurred since that report.
2.2.
The lack of published baseline data was commented on with respect to the
SER. This issue is also discussed below.
Environment
2.3.
Subsequent to the SER, a detailed Environmental Audit has been prepared
and is due to be published shortly. This report will be updated on a rolling
programme to provide the baseline data for further environmental monitoring
and is not included here.
2.4.
The natural environment is significant to both the economy and to making
Lancashire a better place to live. Key issues and challenges to the
Implementation Plan are:
o The largest proportion of important environmental features lies outside
statutory Sites of Special Scientific Interest (SSSIs). Lancashire County
Council is a member of the Biological Heritage Sites (BHS) and Local
Geodiversity Sites (LGS) partnerships. Collectively, these statutory and
non-statutory sites are known as County Heritage Sites (CHS) and may be
considered to be the county’s 'critical environmental capital'. The lack of
statutory protection may present challenges in the future. See Appendix 1
for commentary on the draft national Planning Policy Framework which has
implications for development and therefore transport infrastructure.
o Some SSSIs are also recognised as being of European importance by
being designated as Special Protection Areas, Special Areas of
Conservation or Ramsar sites. The Habitat regulations Screening
Assessment is included in Appendix 2.
o The benefits of the countryside to health and well-being require good
access to be available to all. However, providing that access can have a
detrimental effect on both protected sites and on the landscape, whether
directly or by infrastructure provision and maintenance.
2.5.
Lancashire County Council hosts the Lancashire Environment Record
Network, the partnership-led local environment record centre for Lancashire.
LERN collects and collates information relating to the biodiversity and
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geodiversity of the county which is made available to Local Planning
Authorities and other partners to inform and support their plan and decision
making processes. LERN provides a significant resource to allow the
biodiversity impact of Implementation Plan projects to be understood.
2.6.
Lancashire's historic environment is a significant cultural asset which was
discussed in the SER. Public realm and transport improvements have the
potential to make positive contributions to this environment if sensitively
implemented.
2.7.
Our landscape is particularly diverse. As well as being home to our
agricultural sector, the landscape provides an important recreational resource
supporting our visitor economy:
o Transport infrastructure to support these sectors can cause significant
visual intrusion and noise which can threaten tranquillity. The materials
used for road maintenance and the type of street lighting can reduce both
visual and noise elements.
o Providing more sustainable transport for rural areas will benefit both
residents and tourists and will also mitigate against further landscape
impact.
o The urban landscape will be sensitive to changes in public realm and to
levels of congestion.
o A shift to quieter transport modes will bring some noise reduction, as would
ensuring freight transport uses appropriate roads.
2.8.
Water quality was discussed in the SER.
2.9.
Flooding is an important concern for the authority. The Flood and Water
Management Act 2010 and the Flood Risk Regulations 2009 both impose new
duties for the County Council as a "lead local flood authority". The delivery of
these duties will be based on effective partnership between lead local flood
authorities and other risk management authorities. Surface water from
highways requires management to ensure that pollution and flood risks are
minimised.
2.10. Lancashire faces a range of issues in relation to climate change:
o Models for sea level rise indicate that large parts of the coastline, including
that around the Wyre, West Lancashire and the Fylde would become
flooded.
o The county is predicted to face hotter, drier summers with more frequent
summer heatwaves. Winters will be warmer but wetter.
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o Extreme weather events will become more common, bringing a greater risk
of flooding and storm surges, with damage from high winds becoming more
frequent.
2.11. Total CO2 emissions in the 14-authority Lancashire sub-region in 2008
(figures released since the first report) were estimated at 11.7 million tonnes.
Overall, 41.2% of Lancashire emissions were attributable to industry and
commerce sector sources, 30.4% to the domestic sector, 26.2% to road
transport and a minor residual of 2.0% to land use, land use change and
forestry. Reducing carbon emissions is therefore a major challenge to the
authority and potential opportunities include:
o Reducing the consumption of energy by the authority, including
maintenance and street lighting considerations
o Reusing and recycling waste material generated in maintenance or
construction of highway infrastructure
o Providing more sustainable modes of transport, including more sustainable
fuel sources.
o Reducing the need to travel
2.12. Poor air quality has a significant negative impact on health, particularly in
more deprived areas. Transport emissions are major source of pollution. As
for noise and CO2, an increasing reliance on the private car and on road
haulage has led to increasing pollution and congestion, particularly in the
urban cores. This congestion further increases the impact that transport has.
The declared Air Quality Management Areas (AQMAs) are detailed in
Appendix 1. The challenge will be to constrain or reduce private car use while
seeking economic growth, which should bring increasing prosperity and has
previously been associated with higher levels of car ownership.
2.13. There is a challenge presented to addressing all the issues raised above by
the popularity of the private car and a reluctance in some sections of the
community to accept that change is needed. Data on attitudes to such issues
are given in Appendix 1.
Population
2.13. The English Indices of Deprivation 2010 were published in March 2011.
These show that there are large and growing economic disparities between
different parts of the county, with areas of severe social and economic
deprivation and high levels of worklessness contrasting with areas of
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considerable prosperity. In some cases these areas of deprivation and
affluence are situated very close together or even adjacent to one another.
2.14. Whilst the pattern of deprivation is uneven across Lancashire, it is more
prevalent within several districts. Burnley, Hyndburn, Pendle and Preston are
within the top 50 most deprived in England from the 2010 Indices of
Deprivation, and areas of severe ingrained deprivation exist in many districts,
particularly in the east of Lancashire.
2.15. Since these indices were published, an obvious and significant change that
has been felt across all of Lancashire has been the economic downturn.
There has been a significant impact upon national, regional and local
economies as economic activity and output has contracted. This has been felt
particularly hard in the North West where a higher proportion of the population
work in the public sector. However, the full impact at the local level cannot be
assessed until local data becomes available in late 2011 (for 2009), when the
full extent of the challenge will become clearer.
2.16. On the 20 October 2010 the government announced its Comprehensive
Spending Review detailing the public spending savings to be made nationally.
At a local level these savings mean that the county council’s grants have been
significantly reduced. Lancashire County Council must therefore make
savings of £179 million over the three years from 2011 to 2014, with further
savings to make the year after. The council is committed to protecting
services for the most vulnerable people in our community and the services
that are most important to our residents. The challenge for the Council as a
whole is save as much as possible in the work done behind the scenes so that
less will have to be saved from front-line services.
2.17. The potential impact of budgetary reductions on the Local Transport Plan was
recognised in the Strategy. The specific measures are now known and key
changes to transport spending are:
o
Reductions in paper based public transport information and a reduction in
the number of bus stops with timetable information. Instead there will be
an increased use of e-communications as requested by passengers.
There is a risk that some users will not be able to access the information
they require. There are, however, substantial environmental benefits to
the reduction in paper use and the concomitant need to transport that
paper.
o
The review and re-tender of existing local bus services will initially result in
the withdrawal of 25 bus services and reductions to 4 other routes (April
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2011). These decisions were based on the fares paid by passengers not
covering 40% of the actual costs of the service. In most of case,
passengers were subsidised by £5 per journey but in some instances up
to £7.76. There is a substantial risk that this will result in accessibility
issues for some people and increase rural isolation.
o
Reducing levels of street lighting in appropriate areas (which do not
compromise road or community safety), including switching off lights on
the M65 (junctions will remain lit) as well as switching off and dimming
other street lights by making use of new technology already installed. As
well as a budgetary saving, this will reduce carbon emissions.
2.18. Set against these reductions, extra money was set aside for highway
maintenance to make good damage caused by the last 3 severe winters. On
top of this, a further £3.7m grant was made in March 2011 by central
government. The increased expenditure on the roads will see significant
improvements for all road users and will improve safety.
2.19. The development and delivery of Lancashire's Local Transport Plan falls to the
County Council's Environment Directorate. This directorate has now adopted
area working and commissioning models to inform service delivery. Effective
engagement with elected members, district councils, local communities, and
other stakeholders allows local priorities to be identified. Area Commissioning
Teams (based in the north, south and east of the county) then tailor a
commissioning plan that sets out the priorities for the area, the funding
available and provides a clear mechanism for service delivery and monitoring.
This change to service delivery will allow an improved focus on local issues
and allow the directorate to respond quickly to changing circumstances.
2.20. Detailed baseline data on population and social factors, together with
commentary is provided in Appendix 1.
Human Health
2.21.
Changes to public health system in England have been proposed in the
'Healthy Lives, Healthy People: Our strategy for public health in England'
white paper (July2010) which set out a bold vision for a reformed public
health system in England. Intended to be implemented for April 2013, it
commits to a system in which:
o local authorities take new responsibilities for public health., Local
authorities’ new public health responsibilities will be supported by a ring-
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fenced budget. Directors of Public Health will lead this work, as the
principal adviser on health to the local authority;
o local authorities will be supported by a new integrated public health
service, Public Health England. This will bring together in one body the
diverse range of public health expertise currently distributed across the
health system and will ensure access to expert advice, intelligence and
evidence.
o a stronger focus on the outcomes to achieve across the system to
improve and protect health and to reduce inequalities in health.
o public health has a clear priority, is seen as a core part of business across
Government and is supported with the resources to ensure the focus on
public health interventions is maintained; and
o the commitment to reduce health inequalities is a priority for all parts of the
public health system, drawing on the Marmot review to address the wider
determinants of health and complementing the role of the NHS to reduce
inequalities in access to and outcome from health services.
2.22. This need for strategic and joined up interventions to impact upon the
determinants of health and resultant health outcomes is recognised by both
local government and NHS health professionals in Lancashire and has led to
the development of the Joint Strategic Needs Assessment (JSNA) for
Lancashire. The JSNA provides an evidence base for the development of public
health in Lancashire. Specific recommendations from the analysis which have
informed the development of the LTP Strategy include:
o Identifying the key barriers to employment in the most deprived areas and
provide support to reduce them.
o Develop plans to ensure the skills base of the population will meet the
future needs of existing and new employers.
o Local authorities should exploit opportunities to make healthy behaviours
easier:

Implement 20 mph speed limits in all residential areas

Improve the quality of the public realm and green space in the most
deprived communities
2.23. Lancashire has a very varied geography, with highly populated urban areas
and conurbations, coupled with semi-rural and rural areas each offering their
own unique transport needs, social/neighbourhood problems, education and
employment issue and access to green spaces/the natural environment. These
issues require different solutions – a "one size fits all" strategy will not be
effective. Any community (whether rural or urban) with poor links to services
will be more likely to face deprivation and disadvantage and the associated
health and social issues identified above.
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3. Revised Assessment of Priorities
3.1. Strategic Options Assessment
3.1.1. The possible strategic options that could guide the development of the Local
Transport Plan were assessed in A Sub-Regional Transport Framework for
Lancashire (Atkins 2009).
3.1.2. This report concluded that Lancashire faced a challenge in developing a longterm transport strategy that could address the need for economic growth while
also addressing the challenges of social inclusion and climate change. The
likelihood of limited financial resources was recognised.
3.1.3. Three options were developed:
o A roads and rail-oriented future designed to focus on economic growth and
address the challenges identified by the report.
o A smarter travel choices future designed to focus on the goals of climate
change, health, safety & security and quality of life. Instead of explicitly
focusing on the challenges highlighted, it would have a greater focus on
addressing future environmental challenges
o A mass transit future designed to explicitly focus on the equality of
opportunity goal, by enabling people to access jobs and opportunities
without the need for a car, whilst encouraging a shift from the private car,
therefore reducing vehicle emissions and tackling climate change
3.1.4. However, these options were rejected as not providing a solution that would
provide sufficient economic growth yet still protect the environment and
vulnerable communities. Instead a fourth option of 'Sustainable Mobility' was
developed that sought to maximise benefits against all goals and from which
the key priorities of the strategy were developed. The details of this approach,
which informed the development of the strategy, are discussed in the Atkins
report.
3.2. Comparison of Strategy priorities to SEA concerns
3.2.1. The draft Strategy set out 7 key policy areas which were evaluated in the first
SER. Following on from the publication of the final Strategy and from
comments received on the SER, these key policy areas have been reevaluated.
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3.2.2. The seven priorities are:
1.
2.
3.
4.
5.
Improving access into areas of economic growth and regeneration (EC)
Providing better access to education and employment (ED)
Improve people's quality of life and well-being (WB)
Improve the safety of our streets for our most vulnerable residents (RS)
Provide safe, reliable, convenient and affordable transport alternatives to
the car (ST)
6. Maintaining our assets (MA)
7. Reduce carbon emissions and its effects (RC)
3.2.3. Table 1 overleaf shows a simple picture of the potential worst case impact of
each priority on the principal SEA concerns assuming that the priority was
implemented with no concern for detrimental effects.
3.2.4. The table clearly indicates that there are significant risks attached to the
priorities adopted in the early years of the Implementation Plan. However, the
table does not attempt to show the magnitude of either risk or benefit and
whilst there are mitigatable risks, there are also very substantial benefits to
population and human health to be gained by increasing education levels and
improving economic well being.
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Priority
SEA issue
EC
ED
WB
RS
ST
MA
RC
Environment
Biodiversity
Historic
Landscape
Water
Flooding
Air quality
CO2
Climate change
Population
Human Health
Material assets
Negative impact
Neutral impact
Positive impact
Table1: Potential worst case impact on SEA issues
3.2. Revised Priority Assessments
3.2.1. Revised priority assessments have been undertaken for this Environmental
Report to ensure consistency with the approved Strategy.
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Policy:
What challenges
does the policy
aim to address?
What
environmental
benefits will the
policy provide?
Improving access into areas of economic growth and
regeneration
The state of Lancashire's economy is a key concern and
investment in transport improvements which support economic
growth and regeneration will underpin the new strategy.
Measures stated in the LTP Strategy include:
o New infrastructure, including projects to connect
Lancashire's economy with the wider region and
o Improvements to existing infrastructure, and public transport
links and facilities to provide improved access to key
employment areas
Delays and congestion are often seen as a barrier in accessing
areas of economic growth and regeneration. Greater accessibility
to areas of economic growth and regeneration will not only
benefit people accessing employment but also supports
economic growth.
New infrastructure or improvements to existing infrastructure that
promote public transport in turn promote a modal shift away from
private car use. This will have a number of positive effects
including less congestion and therefore improvements in air
quality, lower noise levels and potentially more limited visual
intrusion into the landscape.
Lancashire has some of the most disadvantaged communities in
the country. In many cases, these communities are doubly
affected by limited employment opportunities and deep-seated
environmental and social problems. This policy is intended to
promote inclusion and includes measures to target access to
employment for disadvantaged communities, amongst others.
Potential adverse effects include:
Will the policy
have any
adverse effects,
are they
acceptable and
can these effects
be reduced?
o In the short term, the economic emphasis running through
the Strategy is likely to divert investment away from longer
term priorities, most notably 'reduce carbon emissions and
its effects.'
o The focus on delivering better access to employment areas
and solving delays caused by congestion could lead to
greater pressure for new road infrastructure and perpetuate
Lancashire's reliance on private transport.
o Investment in infrastructure which reduces congestion and
delays will provide environmental benefits in the short term.
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However, if that infrastructure does not also enhance more
sustainable modes of travel such as public transport, then in
the longer term it could perpetuate Lancashire's reliance on
private transport and so have adverse effects.
o New infrastructure such as park and ride may lead to loss of
open space and reduce biodiversity.
How are these effects reduced?
Conclusion
The strategy aims to limit these risks over the life of the Strategy
by prioritising investment in more sustainable modes to the
extent that the current economic situation allows. The Strategy
aims to focus investment on commuting and business journeys
and to improve access to employment for disadvantaged
communities. This should help to increase the sustainable modal
share over time.
Lancashire suffers from economic problems which have severe
consequences for many communities. These problems often
result in other impacts on public health and other local
environmental problems. In this context, the case for solving the
economic causes of these problems is overwhelming, and in
most cases will override other environmental considerations.
However, the same conclusion cannot be drawn in the least
deprived areas of the county which are also responsible for much
high rates of car use and greater carbon footprints. In these
areas there is a distinct need to make more sustainable forms of
transport available where possible.
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Policy:
What challenges
does the policy
aim to address?
Providing better access to education and employment
Parts of Lancashire have failed to benefit from recent economic
growth seen in other parts of the county and levels of deprivation
in these communities remains high. These problems are caused
by (amongst other things) a shortage of employment and training
opportunities. These communities include parts of Pennine
Lancashire, Morecambe, Fleetwood, Skelmersdale and parts of
Preston.
The Strategy will provide more affordable transport options so
that the 'travel horizons' in these communities (i.e. the distances
people can afford to travel) is increased to encompass a wider
range of employment and education opportunities. Measures
stated in the strategy include:
What
environmental
benefits will the
policy provide?
o New or improved public transport services linking
disadvantaged communities with new employment areas
o New or improved infrastructure that will directly help
communities access education and employment
o Discount fares available to young people
The Strategy aims to provide affordable and sustainable travel
options for disadvantaged and isolated communities, helping
individuals to travel to much needed jobs, training and education.
The Strategy recognises that walking and cycling are the
cheapest modes of travel and so may be an attractive option,
particularly for those in the most disadvantaged communities
with the shortest travel horizons. With this in mind the policy will
also seek to make walking and cycling a viable option for
accessing education and walking.
It will also seek to provide students and young people with
discounted travel which will help those from poorer backgrounds
to improve their employment prospects, which in turn may have
long-term positive effects on health.
The proposals (which include working with schools and colleges
to promote sustainable travel) may also change in attitudes to
travel among younger generations, possibly reducing
dependence on cars in the long term.
By enhancing and promoting sustainable travel modes, reliance
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on the car will be reduced leading lower carbon emissions,
improved air quality and less noise.
Potential adverse effects include:
Will the policy
have any
adverse effects,
are they
acceptable and
can these effects
be reduced?
o There is a risk that Increasing the 'travel horizons' of people
in more disadvantaged communities will have adverse
environmental consequences, most notably in terms of
increased carbon emission and poorer health if there is
increased reliance on the private car.
o Increasing affluence may result in a continue preference for
private transport.
o Greater use of sustainable modes may lead to more road
accidents
How are these effects reduced?
Conclusion
Measures taken to provide affordable sustainable transport
services in these areas will reduce this risk, particularly if
passenger numbers are enhanced by discounted fares. The
Road Safety Strategy will target interventions to protect
vulnerable road users.
By promoting sustainable and active forms of travel the policy is
promoting a modal shift away from private car use. This will bring
reduced carbon emissions, improved air quality and reductions in
congestion which could lead to less reliance on the private car.
Promoting active travel to education, training and employment
will also give added health benefit by making people less
sedentary.
However, there are clearly a wide range of environmental risks
with promoting greater travel (including local impacts associated
with new infrastructure and global impacts through carbon
emission). Over the longer-term it may be difficult to prevent
increasing prosperity through greater accessibility to employment
resulting in greater car use (as seen in more prosperous areas).
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Policy:
What challenges
does the policy
aim to address?
What
environmental
benefits will the
policy provide?
Improve people's quality of life and well-being
Transport has significant social and cultural consequences. In a
positive way, a well connected transport system or well
maintained public realm will prevent communities becoming
isolated. Well maintained walkways and cycleways also
encourage people to walk or cycle which has numerous health
benefits. In a negative way, private transport particularly will
worsen health through air pollution. Poor quality public realm
may also cause concerns about crime and safety and be harder
to access for disabled communities.
The strategy aims to tackle these problems by:
o Improving access to services particularly for vulnerable or
isolated groups.
o Improving access to open spaces for leisure activities by
making walking and cycling more attractive
The strategy takes an important step towards managing the
impact of transport infrastructure on the public realm. Measures
to maintain and improve the public realm will help connect
isolated communities giving residents greater accessibility to
services, employment and education. The policy will also try to
remove barriers discouraging vulnerable communities from
walking, cycling or using public transport. These barriers may
include fear of crime, poor road safety and poor quality
infrastructure or other accessibility problems.
The strategy also offers environmental and health benefits. New
or well maintained cycle or walk ways encourages people to walk
or cycle and so have the potential to reduce the amount of traffic,
therefore increasing air quality and reducing noise pollution. The
health benefits they provide through active travel makes people
less sedentary. They can also give greater access to the country
side.
Will the policy
have any
adverse effects,
The measures should help foster a greater sense of pride in local
communities and greater social responsibility on the part of
individuals.
Potential adverse effects include:
o Although improving people's quality of life and well being is
seen as a priority, concentration on economic development
particularly in Central Lancashire could additionally
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are they
acceptable and
can these effects
be reduced?
marginalise deprived areas.
o The state of public health in Lancashire gives cause for
concern across a wide range of measures of health. There is
strong evidence to suggest that many of these health
problems occur disproportionately in disadvantaged
communities and amongst low income families. This may
mean that there is less of an inclination to take an active
form of travel and so walking and cycling infrastructure may
not be utilised as much as they could be.
o Cuts in funding for local bus services may make it
uneconomical to run certain services, particularly in more
isolated areas. This would impact significantly on vulnerable
people in affected areas. These pressures may increase if
additional resources are diverted to support commuter
journeys.
How are these effects reduced?
Conclusion
These risks will be reduced by emphasising the importance of
provision for disadvantaged communities and seeking to ensure
that the benefits of economic growth in the central region are not
missed by other areas. Targeting interventions will ensure that
new infrastructure is provided in consultation with communities.
The quality of public places (particularly in urban areas) is
frequently cited by residents and visitors of Lancashire as a
significant concern and transport is often a major influence on
this. However, the cost of improving and maintaining public
spaces has been, and continues to be, a considerable deterrent
to public investment.
Proposals to look at alternative ways for those affected by the
withdrawal of bus services, particularly those used to access
essential services would help reduce the effect of this
(particularly on the elder and rural communities)
Public realm improvements can make a significant impact on
vulnerable and isolated communities by giving them greater link
to the wider community, services, open space as well as the
potential health benefit of active travel.
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Policy:
What challenges
does the policy
aim to address?
What
environmental
benefits will the
policy provide?
Will the policy
have any
adverse effects,
are they
acceptable and
can these effects
be reduced?
Improve the safety of our streets for our most vulnerable
residents
The rate of traffic accidents in Lancashire is poor when
compared with other parts of the country, and children and young
drivers are two particularly vulnerable and high risk groups.
These problems are typically more serious in more
disadvantaged communities.
Measures within the new strategy include:
o Targeted driver and road safety programmes aimed at
children and young drivers;
o Speed limit enforcement;
o New, community-wide 20mph areas in residential areas;
o Assessing scope for new safety improvements during routine
maintenance programmes.
The health benefits of accident reduction measures are obvious
and substantial. However, accident reductions will also bring
economic benefits.
Programmes such as 20 mph areas in residential areas are likely
to increase public confidence, encourage more people to walk
and cycle in their local areas, and, in the longer-term, promote
greater awareness and social responsibility on the part of all road
users. These changes (which may take time to materialise) will
support other measures, particularly those around 'healthier
streets' initiative.
Potential adverse impacts include:
o Increased signing for road safety measures can be a source
of 'clutter' and therefore have an adverse effect on street
scene. Care is therefore needed in designing schemes.
o Traffic calming measures and 20 mph areas can result in
increased levels of noise and lower air quality in the
immediate vicinity due to slower moving traffic.
o Good progress has been made in reducing traffic casualties;
however, future reductions are likely to become harder and
revolve around more entrenched problems (e.g. attitudes
towards social responsibility)
o Pedestrians and cyclists are particularly vulnerable in road
traffic accidents and measures to promote walking and
cycling set in other parts of the strategy may, as a
consequence, lead to increasing and more serious
casualties. The Road Safety Strategy makes the safety of
vulnerable users a priority in order to address this issue.
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Conclusion
o Perceived high casualty rates may act as a barrier to active
transport and so improvements or new infrastructure brought
in to address this will give further rise to walking and cycling.
Future road safety programmes face significant challenges as
continued reductions in casualty numbers begins to rely more on
behavioural and cultural changes than on engineering solutions.
Investments in more facilities for walking and cycling and
implementing 20mph areas should offer significant benefits in
this respect. However, such changes are likely to be
considerably slower to materialise than previous engineering
solution have been.
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Policy:
What challenges
does the policy
aim to address?
What
environmental
benefits will the
policy provide?
Provide safe, reliable, convenient and affordable transport
alternatives to the car
Businesses and residents in Lancashire rely upon the motor car,
whilst the public transport services remain, for many people,
inconvenient and expensive. The new strategy will aim to make
public transport and (for shorter journeys) walking and cycling
more attractive.
o Investing in new services, stations and greater capacity to
support economic growth and regeneration
o Introducing SmartCard technologies to simplify public
transport and provide discounts for young people
o Develop local rail services
o Investing in new infrastructure for walking and cycling
Although many publicly subsidised bus services operate at offpeak times, there are still numerous areas (on industrials
estates, for example) where even peak-time bus services are
poor. In these places, the strategy aims to work with operators,
businesses and others to provide better public transport services.
In terms of potential impact on overall passenger numbers, such
investment could prove more effective than many currently
subsidised routes.
Lancashire's public transport systems currently suffer from not
having same level of public profile than that seen in larger
metropolitan areas. In this regard, simplifications to the current
ticketing structures and improvements in the co-ordination of
different services timetables are likely to help increase public
confidence and awareness.
New stations or improvements to stations are often accompanied
by new cycling or walking infrastructure. A railway station or bus
station requires good pedestrian and cycling facilities between
itself and key employment areas to maximise passenger
numbers. High casualty rates or poor walking or cycling
infrastructure are often seen as a barrier. Reducing these
barriers will encourage more walking and cycling to and from
stations and will in turn encourage people to use public transport.
Investment in walking and cycling offers a host of benefits. These
include health benefits, reduction in greenhouse gases through
active travel rather than private transport and greater access to
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job, training, services, healthcare and education.
Potential adverse impacts include:
Will the policy
have any
adverse effects,
are they
acceptable and
can these effects
be reduced?
o A shift in public subsidies from less profitable off peak
services to more economically important peak time travel
requirements could impact significantly on more isolated
communities and vulnerable individuals.
o These impacts would likely be worsened by simultaneous
cuts in direct bus operator subsidies.
How are these effects reduced?
Conclusion
A bus subsidisation prioritisation package will be implemented to
ensure than available resources are efficiently targeted.
Risks associated with increases in walking and cycling are
described under the road safety policy.
Investment in public transport and walking a cycling
infrastructure to support the use of public transport are positive
and important steps. Lancashire is moving towards a high rate of
private car journeys and this could inevitably increase as the
economic fortunes of more disadvantaged communities
(comprising almost two hundred and fifty thousand people)
improve unless action is taken now. Investment in good quality
and useful public transport is vital if the environment impact of
Lancashire's transport requirements are to be controlled.
To add to this, Lancashire's public transport systems currently
lags behind other areas, despite a large population and being
served by a range of national road and railway routes. Schemes
such as Quality Bus and the Pennine Reach 'rapid bus' mark a
significant improvement, although public confidence in services
more generally continues to hold back growth in passenger
numbers. Greater use could be made of marketing and the
internet to improve public profile.
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Policy:
What challenges
does the policy
aim to address?
What
environmental
benefits will the
policy provide?
Maintaining our assets
Maintaining transport infrastructure in good condition is an ongoing process and falling behind with maintenance can be costly
in future years. On-going maintenance will be a continuing
priority even through short-term fiscal constraints. The strategy
aims to tackle these problems by:
o Improved procedures for pothole repairs and ensuring the
safety of road engineering remains acceptable
o Improving resistance to flooding through drainage
improvements and structural strengthening
o Cross-service working to improve management of walkways
and the public realm
o Measures will also be taken to manage risk posed by severe
weather, and to look at ways to improving the resilience of
transport infrastructure to these extreme events.
Maintenance (of pavements, street furniture, bus stops, clearing
graffiti etc) is often cited in public satisfaction surveys as having
a significant influence of feeling of safety, willingness to use
public transport, and general satisfaction with local communities.
Proposals supported in the strategy will see greater partnership
working with other authorities with responsibilities for the public
realm. Continued working with police authorities will also help
tackle vandalism and anti-social activities.
Measures such as reducing lighting in non essential areas can
have a positive effect on biodiversity and the landscape. LED
lights have the potential to reduce light spill and reduced lighting
levels generally mean there will be less disturbance for night
flying species. Carbon emissions will also be reduced.
Potential adverse impacts include:
Will the policy
have any
adverse effects,
are they
acceptable and
can these effects
be reduced?
o Maintenance practices can lead to the loss of heritage
features and degradation of the historic built environment.
o The replacement of paving slabs and cobbles with tarmac
are often cited examples, but other features such as road
signs are increasingly criticised for their visual impacts.
o In many cases, the cost of like-for-like repair of historic
highway materials and the cost of rectifying past mistakes
are prohibitive.
o Bridge maintenance work in particular could have an
adverse effect on both on biodiversity and water quality.
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How are these effects reduced?
Conclusion
The impact on biodiversity can be limited through an ecological
survey which will identify protected species and vegetation that
may be affected by the works. Measures can also be taken to
limit the impact of the works on the water quality. Sensitive
maintenance can reduce the risk of adverse impact on historic
landscapes.
The quality of public spaces is important in all communities, but
is particularly poor in more disadvantaged areas. The quality of
the public realm also has a special influence on how attractive
places are for private investment. Differences in the quality of
urban environments also exacerbate the separation between
more and less affluent groups.
The recognition that highways are an integral and continuous
part of the public realm is a useful step. Closer working with
other relevant authorities should help improve outcomes locally
and allow greater input from local communities
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Policy:
Reduce carbon emissions and its effects
What challenges
does the policy
aim to address?
Lancashire sees higher levels of carbon emissions for transport
than its more metropolitan neighbours. This is primarily due to
differences in geography that sees a lower use of sustainable
transport. The new strategy aims to address this through:
What
environmental
benefits will the
policy provide?
Will the policy
have any
adverse effects,
are they
acceptable and
can these effects
be reduced?
o Better targeting of public transport services. Measures
included in other parts of the strategy will guide this work.
o Improved infrastructure for sustainable travel
o Investing in new technology to reduce emissions
Investment in public transport services which meet people's
travel to work requirements will do most to reduce the number of
vehicle miles on Lancashire's roads. Similarly, investment in
walking and cycling facilities will help reduce the number of
shorter journeys and will support the 'green city' concept and
help regenerate other underused assets such as derelict land
and disused railway lines. The policy will also look at improved
technology to help reduce carbon emissions i.e. electric vehicles.
Changes to street lighting provision will reduce energy use and
thereby reduce carbon emissions.
Potential adverse impacts include:
o There are overwhelming economic reason why certain
disadvantaged communities whose travel horizons are
currently quite limited should be encouraged to travel further.
This will have impact on Lancashire's overall carbon footprint
and may lead to greater car dependence as peoples
incomes increase.
o Reductions in funding for public transport, both from central
government and in local subsidies, are likely to reduce
services and increase fares on a wide range of bus services
and will impact particularly in isolated communities and
vulnerable individuals.
How are these effects reduced?
Investment in schemes such as Pennine Reach 'rapid bus'
service are intended to provide sustainable alternatives to private
transport as are infrastructure improvements to enable walking
and cycling. A bus subsidy prioritisation system will inform future
subsidies and allow the impact of changes to be assessed.
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Conclusion
The geography of Lancashire coupled with relatively low
passenger numbers on public transport services means that the
County's transport infrastructure has a large carbon footprint.
However, overall emissions from other sources, such as
domestic heating and industrial processes, are relatively low.
Subsidy cuts in bus services and overriding economic
imperatives in some areas means that local increases in carbon
emissions are likely. Significant carbon savings will be required
in other areas, particularly around more the economically
successful parts of Preston, to offset these.
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3.3. Mitigation
3.3.1. The assessment of the priorities above shows that, whilst there are substantial
risks, these can be mitigated. However, the extent to which mitigation will be
achieved will be dependent on the resources available. The challenge that the
early Implementation Plans must all address is that of ensuring that mitigation
is not left until later in the Strategy period due to financial constraints.
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4. Assessment of schemes
4.0.1. The implications of the policies developed in the Local Transport Plan Strategy
have been outlined. This chapter considers how these policies have been
translated into an Implementation Plan and provides a detailed assessment of
the schemes.
4.1. Scheme assessment methodology
4.1.1. Throughout the preparation of the Local Transport Plan ideas and schemes
have been suggested for inclusion in the programme. Many have identified
new or longstanding proposals that have still to come to fruition. The approach
to developing a three-year programme under this Implementation Plan has
taken the broad activities set by the approved Strategy and applied these to
local conditions to identify appropriate and beneficial interventions, drawing on
new ideas, best practice and schemes brought to the County Council's
attention through earlier stakeholder consultations.
4.1.2. The Lancashire Scheme Prioritisation System (SPS) is a bespoke scheme
prioritisation framework that has been developed to inform this process. It
takes worked up ideas and schemes and measures them against the priorities
and key actions set out in the approved strategy to determine those which
deliver the best outcomes and, resources-permitting, can form part of the
programme. it provides a robust system for assessing a range of integrated
transport interventions using a common assessment framework.
4.1.3. The framework is based upon the seven LTP3 priorities with approximated
equal weightings assigned throughout, although weightings can be altered to
reflect changing priorities over time. Following the inputting of scheme
descriptions, the schemes are appraised on a two tier basis:
o Main Scheme Assessment assesses the scheme against the seven LTP
priorities and provides a score out of 100.
o Additional points can be gained based on the level of deprivation of the
ward a scheme may be located in. For example, a scheme that performs
well that is located in a more deprived ward will receive a larger number of
bonus points than a lower performing scheme in a more affluent ward.
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4.2. Scheme match to Strategy Priorities
4.2.1 The tables below show how the projects and programmes contained in the Implementation Plan match to the Strategy
priorities.
Capital Project
Ref.
1: Improving
access into areas
of economic
growth and
regeneration
2: Providing
better access to
education and
employment
O
3: Improving
people's
quality of life
and wellbeing
4: Improve the
safety of our
most vulnerable
residents
5: Provide safe,
reliable, convenient
and affordable
transport alternatives
to the car
6:
Maintaining
our assets
Heysham to M6 Link
Road
LA1
X
Heysham to M6 Link
Road
Complementary
Measures:
Morecambe
Road/Scale Hall
Road TS upgrade
LA2
X
A6 Broughton
Bypass & M55
Roundabout
Improvements
Preston Bus Station
PR1
PR2
X
X
PR3
X
O
PR4
X
O
SR1
X
Cottam &
Whittingham
Infrastructure
A6 Corridor Traffic
Signalling
Cuerden Strategic
Site
7: Reduce
carbon
emissions
and its
effects
O
O
O
O
O
O
O
32
O
O
O
O
O
O
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Capital Project
A6/A582
Roundabout,
Cuerden
Ref.
1: Improving
access into areas
of economic
growth and
regeneration
2: Providing
better access to
education and
employment
SR2
X
SR3
X
CH1
X
WL3
X
HY1
X
O
Burnley Manchester
Road Railway Station
Todmorden Curve
BU1
MA3
X
X
O
O
Nelson to
Rawtenstall Bus
Corridor
MA4
X
O
MA5
X
MA7
HY2
MA8
O
O
O
A582 Flensburg Way
Buckshaw Railway
Station
Green Lane
Link,Tarleton
Accrington Railway
Station
Urban Traffic
Management &
Control System
Preston to Chorley
Bus Corridor
Pennine Reach
Routes into Work
Pilot for
Skelmersdale Local
Neighbourhoods
WL4
3: Improving
people's
quality of life
and wellbeing
4: Improve the
safety of our
most vulnerable
residents
5: Provide safe,
reliable, convenient
and affordable
transport alternatives
to the car
6:
Maintaining
our assets
7: Reduce
carbon
emissions
and its
effects
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
O
X
X
X
O
O
X
33
O
O
O
O
O
O
O
O
O
O
O
Local Transport Plan 2011/2021
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Capital Project
Ref.
1: Improving
access into areas
of economic
growth and
regeneration
2: Providing
better access to
education and
employment
3: Improving
people's
quality of life
and wellbeing
4: Improve the
safety of our
most vulnerable
residents
5: Provide safe,
reliable, convenient
and affordable
transport alternatives
to the car
X
O
O
X
O
X
X
O
6:
Maintaining
our assets
7: Reduce
carbon
emissions
and its
effects
A587 Poulton Road
Zebra Crossing,
Fleetwood
WY1
Bus Stop Compliance
20 MPH Zones
Local Road Safety
MA9
MA10
MA11
O
LA2
O
O
X
O
O
LA4
O
O
X
O
O
O
X
O
O
X
O
O
O
X
O
O
O
X
O
O
Heysham to M6
Complementary
Measures: A6
Stonewall Puffin to
Toucan
Chapel Street Cycle
Lane Improvements
Blackpool to
Fleetwood Tramway
Upgrade
WY2
Thornton Cycle
Route:Norcross to
Blackpool
Promenade
WY3
O
Rail Station to
UCLAN
Pedestrian/Cycle
Facilities
PR5
O
A6 Bolton
Road/A5106 Wigan
Lane Junction
Improvement
CH2
O
34
O
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Capital Project
Leyland Railway
Station Improvement
Ormskick Bus Station
New Court Way
Zebra Crossing,
Ormskirk
B5241 Junction Lane
Zebra Crossing
Great
Harwood/Clayton-leMoors/Accrington
Cycle Route
Manchester
Road/Finsley Gate
Junction Pedestrian
Facility
Manchester
Road/Trafalger Street
Junction
Rawtenstall Bus
Station
Smart Ticketing
Community Rail
Partnership
Programme
Improvements
Maintaining our
assets
Electric Vehicle
Charging Points
Ref.
SR4
WL5
1: Improving
access into areas
of economic
growth and
regeneration
O
2: Providing
better access to
education and
employment
3: Improving
people's
quality of life
and wellbeing
4: Improve the
safety of our
most vulnerable
residents
O
O
5: Provide safe,
reliable, convenient
and affordable
transport alternatives
to the car
6:
Maintaining
our assets
7: Reduce
carbon
emissions
and its
effects
X
X
O
O
O
O
WL7
O
O
X
O
WL8
O
O
X
O
HY3
O
O
X
O
O
BU2
O
O
X
O
O
BU3
O
O
X
O
O
X
X
O
O
O
X
O
RO1
MA13
O
O
O
O
MA12
O
MA14
MA15
O
O
O
35
X
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4.3. Specific scheme assessments
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
LA1 – Heysham to M6 Link Road
Improving access into areas of economic growth and regeneration
Completion of the link road will connect Morecambe/Heysham peninsula to
the national motorway network. It will deliver improved economic fortunes
through greater accessibility to Heysham Port and the wider commercial
regeneration areas. It will help communities across Lancashire, including
disadvantaged communities where there are limited employment
opportunities. Although the link road may provide greater accessibility the
new road infrastructure may also perpetuate Lancashire's reliance on private
transport in the long term. Increasing reliance on private transport will lead to
higher carbon emissions. The scheme attempts to avoid this risk as relieving
Lancaster City Centre and River Lune bridges of congestion will enhance
sustainable travel modes.
Although the link road may perpetuate Lancashire's reliance on private
transport and divert investment away from other priorities it is considered that
in some cases solving Lancashire's economic problems will override other
environmental considerations. Despite this, however, it is believed that the
new link road will relieve traffic congestion problems in the short term and so
dramatically improve local air quality as well as enhance more sustainable
modes of travel such as public transport. Through public realm improvements
this scheme also addresses the policy for 'Maintaining Our Assets.' New
infrastructure will dramatically improve public satisfaction and so increase
peoples feeling of safety, willingness to use public transport, and general
satisfaction with the local community.
LA2 – Heysham to M6 Link Road Complementary Measures: Morecambe
Road/Scale Hall Road traffic signals upgrade
Improving access into areas of economic growth and regeneration
Upgrading traffic signal controls and installing MOVA at junctions will reduce
total delay by up to 13%. Delays and congestion are seen as a barrier in
accessing areas of economic growth and regeneration. Greater accessibility to
areas of economic growth and regeneration will not only benefit people
accessing employment but also economic growth. Improvements to the
highway structure will divert investment away from other stated priorities,
most notably 'reduce carbon emissions and its effects.' The reduction in delays
will improve air quality in the short term but in the long term will perpetuate
Lancashire's reliance on private transport and so have an adverse effect on
carbon emissions.
Although this scheme may perpetuate reliance on private transport and divert
investment from other priorities it is considered that in some cases solving
Lancashire's economic problems will override other environmental
considerations. This scheme will also address the following policy:
1. Highways is recognised as an integral and continuous part of the
public realm and so any improvements to it is likely to influence how
attractive the place is for private investments. It will also influence the
public in a positive way on public satisfaction surveys. It will increase
how safe people feel, their willingness to use public transport, and
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their general satisfaction with the area. (Maintaining our assets)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
LA3 – A6 University Transport Corridor Study, Lancaster
Improving access into areas of economic growth and regeneration
The study will look at potential ways of addressing the severe peak hour
congestion and poor air quality along the key transport corridor. Delays and
congestion act as a barrier in accessing areas of economic growth and
regeneration. Greater accessibility to areas of economic growth and
regeneration will not only benefit people accessing employment but also the
economic growth of the Strategic employment site at Bailrigg. This will help
communities across Lancashire, including disadvantaged communities where
there are limited employment opportunities. The study will try to focus any
potential investments on peak time commuter services.
The potential benefits of easing congestion and helping the economy will
override any environmental considerations. Investment in infrastructure which
reduces congestion and delays will improve local air quality in the short term.
However, if that infrastructure does not also enhance more sustainable modes
of travel such as public transport, then in the longer term it could perpetuate
Lancashire's reliance on private transport and so have an adverse effect on
carbon emissions.
MA1 – M55 to Fleetwood Corridor Study
Improving access into areas of economic growth and regeneration
A study will be carried out to help relieve peak hour congestion where
Fleetwood connects to the motorway network. The study will look at potential
ways of addressing the severe peak hour congestion and poor air quality along
the key transport corridor. Delays and congestion act as a barrier in accessing
areas of economic growth and regeneration. Greater accessibility to areas of
economic growth and regeneration will not only benefit people accessing
employment but also the economic growth of the Strategic employment site at
Thornton Hillhouse. This will help communities across Lancashire including
disadvantaged communities where there are limited employment
opportunities. The study will try to focus any potential investments on peak
time commuter services.
The potential benefits of easing congestion and helping the economy will
override any environmental considerations. Investment in infrastructure which
reduces congestion and delays will improve local air quality in the short term.
However, if that infrastructure does not also enhance more sustainable modes
of travel such as public transport, then in the longer term it could perpetuate
Lancashire's reliance on private transport and so have an adverse effect on
carbon emissions.
FY1 – Blackpool Airport Surface Access Strategy
Improving access into areas of economic growth and regeneration
The surface Access Strategy will look at ways of improving bus and rail links to
the key employment area of Blackpool Airport which supports a large number
of direct and indirect jobs. The new bus and rail links will promote a modal
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there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
shift away from private car use. This will have a number of positive effects
including less congestion and therefore improvements in air quality, lower
noise levels and potentially more limited visual intrusion into the landscape. It
will help communities across Lancashire, as well as disadvantaged
communities where there are limited employment opportunities.
Although the scheme may divert investment away from other priorities, most
notably 'reduce carbon emissions and its effects', it may address a number of
other policies:
1. May result in investment in public transport services which meets
peoples travel to work requirements and so reduce the number of
vehicle miles on Lancashire's roads (Reduce carbon emissions and its
effects)
2. May provide new or improved public transport services linking
disadvantaged communities to new employment directly or indirectly
at Blackpool Airport. (Providing better access to education and
employment)
3. As Lancashire is moving towards a high rate of private car journeys any
potential investment in public transport is seen as a positive and
important step (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
PR1 – A6 Broughton Bypass & M55 Roundabout Improvements
Improving access into areas of economic growth and regeneration
The proposal is for a road bypass at Broughton and associated improvements
to M55 Junction 1 to relieve the worsening levels of congestion and local
environmental conditions. Delays and congestion are seen as a barrier in
accessing areas of economic growth and regeneration. Greater accessibility to
areas of economic growth and regeneration will not only benefit people
accessing employment but also economic growth. It will deliver improved
economic fortunes through greater accessibility to a number of potential
development sites secured against the development of the former
Whittingham Hospital. It will help communities across Lancashire, including
disadvantaged communities where there are limited employment
opportunities. Although improvements may provide greater accessibility, it
may also perpetuate Lancashire's reliance on private transport. Increased
reliance on private transport will lead to higher carbon emissions. So by
temporary removing congestion the environmental benefits gained may only
be short-term.
Although the link road may perpetuate Lancashire's reliance on private
transport and divert investment away from other priorities, it is considered
that in some cases solving Lancashire's economic problems will override other
environmental considerations. It will in this instance unlock substantial
developer contributions.
It will also address the priority 'providing better access to education and
employment' by improving infrastructure that will directly help community's
access education and employment.
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Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
PR2 – Preston Bus Station
Improving access into areas of economic growth and regeneration
The new bus station/interchange facilities will improve access between bus
and rail services. The new infrastructure will support public transport and so
promote modal shift away from private car use. This will have a number of
positive effects including less congestion and therefore improvements in air
quality, lower noise levels and potentially more limited visual intrusion into the
landscape. It will help communities across Lancashire, including disadvantaged
communities where there are limited employment opportunities.
The scheme prioritises investment towards new public transport and so is
achieving its aims in a sustainable manner. This scheme also addresses a
number of other policies:
1. Investment in public transport services which meets peoples travel to
work requirements will reduce the number of vehicle miles on
Lancashire's roads (Reduce carbon emissions and its effects)
2. Will provide a basis for affordable public transport for disadvantaged
and isolated communities, helping individuals access employment at
Preston CBD (Providing better access to education and employment)
3. As Lancashire is moving towards a high rate of private car journeys any
investment in public transport such as this is seen as a positive and
important step (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
4. New bus station/interchange will significantly improve the public
realm and so influence people's perception on how safe they are
feeling, willingness to use public transport, and general satisfaction
with the local community (Maintaining our assets)
5. Public realm improvements in the form of a new bus station can make
a significant impact on vulnerable and isolated communities by giving
them greater link to the wider community, services and open space
(Improve people's quality of life and well-being)
PR3 – Cottam & Whittingham Infrastructure
Improving access into areas of economic growth and regeneration
Minor improvements to the highway infrastructure will serve as a catalyst for
greater accessibility to developments at Whittingham and Cottam. It will
deliver improved economic fortunes through greater accessibility to these
developments. It will help communities across Lancashire, including
disadvantaged communities where there are limited employment
opportunities. Improvements to the highway structure will divert investment
away from other stated priorities, most notably 'reduce carbon emissions and
its effects.' Improvements to the highway infrastructure could also perpetuate
Lancashire's reliance on private transport and therefore lead to higher carbon
emissions.
Although improvements to the highway structure will divert money from other
priorities it is considered that in some cases solving Lancashire's economic
problems will override other environmental considerations. This scheme will
also address the following policy:
1. Highways is recognised as an integral and continuous part of the public
realm and so any improvements to it is likely to influence how
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attractive the place is for private investments. It will also influence the
public in a positive way on public satisfaction surveys. It will increase
how safe people feel, their willingness to use public transport, and
their general satisfaction with the area. (Maintaining our assets)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
PR4 – A6 Corridor Traffic Signalling
Improving access into areas of economic growth and regeneration
Highway infrastructure improvements to the signalling along the A6 North
corridor between the M55 and the city centre will reduce delay and
congestion. Delays and congestion are seen as a barrier in accessing areas of
economic growth and regeneration. Greater accessibility to areas of economic
growth and regeneration will not only benefit people accessing employment
but also economic growth. The highway infrastructure improvements will give
greater accessibility to key economic areas such as Preston City Centre which
will help communities across Lancashire, including disadvantaged communities
where there are limited employment opportunities.
Reducing congestion and delays will improve local air quality in the short term.
In the long term it will perpetuate Lancashire's reliance on private transport so
will have an adverse effect on carbon emissions. Improvements to the highway
structure will also divert investment away from other stated priorities, most
notably 'reduce carbon emissions and its effects.'
Although this scheme may perpetuate reliance on private transport and divert
investment from other priorities it is considered solving Lancashire's economic
problems will override other environmental considerations. This scheme will
also address the following policy:
1. Highways is recognised as an integral and continuous part of the public
realm and so any improvements to this public realm is likely to
influence how attractive the place is for private investments and will
influence the public in a positive way on public satisfaction surveys.
This will significantly influence how safe they feel, their willingness to
use public transport and their general satisfaction with the area
(Maintaining our assets)
SR1 – Cuerden Strategic Site
Improving access into areas of economic growth and regeneration
Development of both highway infrastructure and public transport services will
be necessary to support the development of the strategic employment site at
Cuerden Green. Development of highway infrastructure will reduce congestion
and delays and so will improve local air quality in the short term. In the long
term it will perpetuate Lancashire's reliance on private transport and so will
have an adverse effect on carbon emissions. Development of public transport
links to Preston-Chorley and Preston-Leyland bus corridors will accompany the
scheme and so will ensure the longer term environmental impact of private
transport is kept to a minimum. Greater accessibility to Cuerden Green will
benefit communities across Lancashire, including disadvantaged communities,
where there are limited employment opportunities.
Although improvements to the highway structure will divert money from other
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priorities, most notably 'reduce carbon emissions and its effects,' the scheme
has adopted to prioritise investment in new public transport services via the
links to the Preston-Chorley and Preston-Leyland Bus Corridors. This should
help passenger numbers overall. The scheme also addresses a number of other
policies:
1. Lancashire is moving towards a high rate of private car journeys and so
investment in good quality public transport is vital if the
environmental impact of Lancashire's transport requirements are to be
controlled (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
2. By opening links to key bus corridors the scheme will aid in providing
affordable public transport for disadvantaged and isolated
communities, helping individuals access much needed jobs, training
and education (Providing better access to education and
employment)
3. Highways is recognised as an integral and continuous part of the public
realm, so any improvements to the public realm is likely to influence
how attractive the place is for private investments and will influence
the public in a positive way on public satisfaction surveys. This will
affect how safe they feel, their willingness to use public transport, and
their general satisfaction with the area (Maintaining our assets)
4. Investment in public transport services it will meet peoples travel to
work requirements and will increase passenger numbers and reduce
the number of vehicle miles on Lancashire's road (Reduce carbon
emissions and its effects)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
SR2 – A6/A582 Roundabout, Cuerden
Improving access into areas of economic growth and regeneration
Improvements to the A6/A582 roundabout will reduce existing congestion as
well as provide better pedestrian facilities. Delays and congestion are seen as a
barrier in accessing areas of economic growth and regeneration. Greater
accessibility to areas of economic growth and regeneration will not only
benefit people accessing employment but also economic growth. This will give
greater accessibility by road or foot to economic growth areas and so help
communities across Lancashire, including disadvantaged communities where
there are limited employment opportunities.
Solving delays caused by congestion usually perpetuates Lancashire's reliance
on private transport. In this instance it has been balanced out by providing
better pedestrian facilities. This scheme also addresses a number of other
priorities:
1. Investment in better pedestrian facilities should have significant
benefits in reducing casualty numbers (Improve the safety of our
streets for our most vulnerable residents)
2. Investment in pedestrian facilities encourages people to walk and has
the potential to reduce the amount of traffic, therefore increasing air
quality and reducing noise pollution. The health benefits they provide
through active travel makes people less sedentary (Improve people's
quality of life and well-being)
3. Investment in walking facilities offers a host of health benefits as well
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as being an important step in moving away from private car journeys
(Provide safe, reliable, convenient and affordable transport
alternatives to the car)
4. Improvements to pedestrian facilities will have a significant influence
on the feeling of safety in the area, and general satisfaction with the
local community (Maintaining our assets)
5. Investment in walking facilities will help reduce the number of shorter
journeys made by private transport and will support the 'green city'
concept (Reduce carbon emissions and its effects)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
SR3 – A582 Flensburg Way
Improving access into areas of economic growth and regeneration
Investing improvements at the HWRC in Farrington will ease up congestion
generated by other journeys at one of the busiest sites in the County. Delays
and congestion are seen as a barrier in accessing areas of economic growth
and regeneration. Fewer delays will give greater accessibility for people trying
to go to work. This will help communities across Lancashire, including
disadvantaged communities where there are limited employment
opportunities.
This scheme will not only divert investment away from other priorities such as
'reduce carbon emissions and its effects' but it will also mean that by solving
delays it will lead to greater pressure for new road infrastructure and
perpetuate Lancashire's reliance on private transport. This means the short
term gain of improved local air quality through decreased congestion will be
overtaken by increased carbon emissions by over reliance on private transport
in the long term.
Although this scheme may perpetuate reliance on private transport and divert
investment to other priorities it is considered that in some cases solving
Lancashire's economic problems will override other environmental
considerations.
CH1 – Buckshaw Railway Station
Improving access into areas of economic growth and regeneration
The construction of a new railway station at Buckshaw Village connected on
the Manchester-Preston line and a park and ride facility will give greater
accessibility for people accessing Buckshaw Village. The railway station will
promote modal shift away from private car use. This will have a number of
positive effects including less congestion and therefore improvements in air
quality, lower noise levels and potentially more limited visual intrusion into the
landscape. The park and ride scheme should also help control any potential
parking problems in the area. The adverse effect of park and ride is that it may
lead to a loss of open space and reduced bio diversity. The scheme will benefit
communities across Lancashire, including disadvantaged communities where
there are limited employment opportunities.
Although the scheme diverts investment away from other priorities it has done
it by providing a key public transport service in the form of a new railway
station which should help overall passenger numbers. This scheme also
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addresses a number of other priorities:
1. Investing in public transport services such as a railway station will
meet peoples travel to work requirements and will increase passenger
numbers and reduce the number of vehicle miles on Lancashire's road
(Reduce carbon emissions and its effects)
2. A railway station will provide a source of affordable public transport
for disadvantaged and isolated communities, helping individuals
access jobs at Buckshaw Village (Providing better access to education
and employment)
3. Lancashire is moving towards a high rate of private car journeys and so
investment in good quality public transport is vital if the
environmental impact of Lancashire's transport requirements are to be
controlled (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
4. A new railway station will have a significant impact on public
satisfaction surveys, it will have a positive impact on people's
willingness to use public transport, perception of feeling safe, and
general satisfaction with the local community (Maintaining our assets)
5. A new railway station at Buckshaw Village will also give excellent
connections to a vast number of jobs at Buckshaw village, and so may
raise aspirations of deprived communities where accessibility to these
jobs may not have been possible (Improve people's quality of life and
well-being)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
MA2 – Central Lancashire Transport Model
Improving access into areas of economic growth and regeneration
A Central Lancashire Traffic Model will help strategise and prepare for the
potential impact proposed developments will have on the road network. It will
investigate solutions from problems that will limit accessibility to areas of
economic growth and regeneration. Greater accessibility to areas of economic
growth and regeneration will not only benefit people accessing employment
but also support economic growth.
The Central Lancashire Traffic Model has the potential to identify any
accessibility problems to jobs and education and support economic growth.
WL1 – Skelmersdale Rail Link
Improving access into areas of economic growth and regeneration
An initial 'GRIP1' feasibility study will highlight the prospect of a new rail spur
and station to serve Skelmersdale. If the plan materialises the rail spur and
railway station will provide greater accessibility to people travelling to and
from Skelmersdale giving greater accessibility to employment and education.
Skelmersdale has some of the most disadvantaged communities in the country
with limited employment opportunities, and so a rail spur and railway station
will greatly help the community.
Although a new railway station and rail spur will diver investment away from
other priorities it will stick to the strategy's aim of prioritising investment in
new public transport services. This scheme also has the potential, if it
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materialises, to hit the following other priorities:
1. Investing in public transport services will meet peoples travel to work
requirements and will increase passenger numbers and reduce the
number of vehicle miles on Lancashire's road (Reduce carbon
emissions and its effects)
2. It will provide a source of affordable public transport for
disadvantaged and isolated communities, helping deprived
communities in Skelmersdale access jobs, training and education
(Providing better access to education and employment)
3. Lancashire is moving towards a high rate of private car journeys and so
investment in good quality public transport in the form of a new
railway station is vital if the environmental impact of Lancashire's
transport requirements are to be controlled (Provide safe, reliable,
convenient and affordable transport alternatives to the car)
4. It will have a significant impact on public satisfaction surveys and will
increase people's willingness to use public transport as well as increase
people's perception of feeling safe and general satisfaction with the
local community (Maintaining our assets)
5. It will give excellent connections to a vast number of jobs and so may
raise aspirations in Skelmersdale, which has some of the most
deprived communities in Lancashire, where accessibility to these jobs
may not have been possible (Improve people's quality of life and wellbeing)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
WL2 – A570/M58 Corridor Study
Improving access into areas of economic growth and regeneration
A study will be carried out to utilise the national motorway for long distance
journeys to and from Southport, addressing traffic problems afflicting A570
through Ormskirk. Delays and congestion are seen as a barrier in accessing
areas of economic growth and regeneration. The study will address this barrier
benefitting communities across Lancashire, including disadvantage
communities where there are limited employment opportunities. Relieving
congestion and delay problems can lead to greater pressure for new road
infrastructure and Perpetuate Lancashire's reliance on private transport. It will
divert investment from other priorities.
The potential benefits of easing congestion and helping the economy will
override any environmental considerations. Investment in infrastructure which
reduces congestion and delays will improve local air quality in the short term.
However, if that infrastructure does not also enhance more sustainable modes
of travel such as public transport, then in the longer term it could perpetuate
Lancashire's reliance on private transport and so have an adverse effect on
carbon emissions.
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Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
WL3 - Green Lane Link, Tarleton
Improving access into areas of economic growth and regeneration
A new link road serving rural businesses in Tarleton/Hesketh Bank would offer
better access, improved road safety and assist in future developments. Greater
accessibility to areas of economic growth and regeneration will not only
benefit people accessing employment, including disadvantaged communities,
but also economic growth of rural businesses in Tarleton/Hesketh Bank.
Although the link road may provide greater accessibility it will also perpetuate
Lancashire's reliance on private transport and take investment away from
other priorities.
The scheme also addresses the following other priorities:
1. Highways are seen as an integral and continuous part of the public
realm. A new link road will improve the public realm, accessibility,
road safety and peoples general satisfaction with the local community
in Tarleton Village (Maintaining our assets)
2. Improvement in road safety in Tarleton village will increase public
confidence, this may result in more people walking and cycling
(Improve the safety of our streets for our more vulnerable residents)
HY1 - Accrington Railway Station
Improving access into areas of economic growth and regeneration
The scheme will provide interchange facilities with the recently refurbished
railway station in Accrington. This will give greater accessibility to and from
Accrington town centre and the wider area and so help communities across
Lancashire, including disadvantaged communities where there are limited
employment opportunities. New public transport infrastructure promotes a
modal shift away from private car use. This will have a number of positive
effects including less congestion and therefore improvements in air quality,
lower noise levels and potentially more limited visual intrusion into the
landscape.
The scheme will also address the following other priorities:
1. Investing in public transport facilities will meet peoples travel to work
requirements and will increase passenger numbers and reduce the
number of vehicle miles on Lancashire's road (Reduce carbon
emissions and its effects)
2. New interchange facilities will help promote affordable public
transport for disadvantaged and isolated communities, helping
individuals travel to much needed jobs, training and education
(Providing better access to education and employment)
3. Lancashire is moving towards a high rate of private car journeys and so
investment in good quality public transport is vital if the
environmental impact of Lancashire's transport requirements are to be
controlled (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
4. It will have a significant impact on public satisfaction surveys and will
have a positive impact on people's willingness to use public transport,
perception of feeling safe, and general satisfaction with the local
community (Maintaining our assets)
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Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
BU1 - Burnley Manchester Road Railway Station
Improving access into areas of economic growth and regeneration
Improvements to Manchester Road railway station will provide better
accessibility to education and employment opportunities in Blackburn,
Preston, Leeds and potentially Manchester through Todmorden Curve. It will
help communities within Burnley, which are amongst the most deprived in the
country. Improvements to the railway station will also promote a modal shift
away from private car use. This will have a number of positive effects including
less congestion and therefore improvements in air quality, lower noise levels
and potentially more limited visual intrusion into the landscape.
The scheme will also address the following priorities:
1. Investing in public transport services will meet peoples travel to work
requirements and will increase passenger numbers and reduce the
number of vehicle miles on Lancashire's road (Reduce carbon
emissions and its effects)
2. Will provide a source of affordable public transport for disadvantaged
communities in Burnley, which are amongst the most deprived in
England, travel to much needed jobs, training and education
(Providing better access to education and employment)
3. Lancashire is moving towards a high rate of private car journeys and so
investment in good quality public transport is vital if the
environmental impact of Lancashire's transport requirements are to be
controlled (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
4. Improvements to the railway station will have significant impact on
public satisfaction surveys and will have a positive impact on people's
willingness to use public transport, perception of feeling safe, and
general satisfaction with the local community (Maintaining our assets)
5. Significant improvements to Manchester Road train station will make
it easier to access a vast number of jobs and education facilities. This
will raise aspirations in Burnley, which has some of the most deprived
communities in England, where accessibility to employment,
education and training may not have been possible (Improve people's
quality of life and well-being)
MA3- Todmorden Curve
Improving access into areas of economic growth and regeneration
Todmorden Curve is Lancashire's key rail priority. It will give direct rail services
from Burnley to Manchester as well as significantly improve connectivity of
Burnley and Pennine Lancashire to training, education and employment. It will
help communities across Lancashire, as well as communities within Burnley
that are amongst the most deprived in the country. Todmorden Curve will also
promote modal shift away from private car use. This will have a number of
positive effects including less congestion and therefore improvements in air
quality, lower noise levels and potentially more limited visual intrusion into the
landscape.
The scheme will also address the following priorities:
1. Investing in public transport services will meet peoples travel to work
requirements and will increase passenger numbers and reduce the
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2.
3.
4.
5.
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
number of vehicle miles on Lancashire's road (Reduce carbon
emissions and its effects)
Will provide a source of affordable public transport for disadvantaged
communities in Burnley, which are amongst the most deprived in
England, travel to much needed jobs, training and education
(Providing better access to education and employment)
Lancashire is moving towards a high rate of private car journeys and so
investment in good quality public transport is vital if the
environmental impact of Lancashire's transport requirements are to be
controlled (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
Investment in Todmorden Curve will have significant impact on public
satisfaction surveys and will have a positive impact on people's
willingness to use public transport, perception of feeling safe, and
general satisfaction with the local community (Maintaining our assets)
Todmorden Curve will give direct rail services from Burnley to
Manchester giving greater potential for employment and education.
This will raise aspirations in some of the most deprived communities
in England which are found in Burnley where accessibility to jobs may
not have been possible (Improve people's quality of life and wellbeing)
MA4 - Nelson to Rawtenstall Bus Corridor
Improving access into areas of economic growth and regeneration
Improvements to Nelson-Rawtenstall section of the Colne-Manchester bus
corridor will improve bus journey times and reliability. It will also improve
connectivity to town centres, employment and education. This will help
communities across Lancashire, including disadvantaged communities where
there are limited employment opportunities. It will promote modal shift away
from private car use. This will have a number of positive effects including less
congestion and therefore improvements in air quality, lower noise levels and
potentially more limited visual intrusion into the landscape.
This scheme also addresses a number of other priorities:
1. Investment in public transport services meets peoples travel to work
requirements and so reduces the number of vehicle miles on
Lancashire's roads (Reduce carbon emissions and its effects)
2. Will help provide a basis for affordable public transport for
disadvantaged and isolated communities, helping individuals travel to
much needed jobs, training and education (Providing better access to
education and employment)
3. As Lancashire is moving towards a high rate of private car journeys any
investment in public transport is seen as a positive and important step
(Provide safe, reliable, convenient and affordable transport
alternatives to the car)
4. Investment in improving the bus corridor through new bus stops for
example will improve the public realm and so have a positive impact
on people's perception on how safe they are feeling, willingness to use
public transport, and general satisfaction with the local community
(Maintaining our assets)
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Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
PE1 - M65 to Yorkshire Corridor Study
Improving access into areas of economic growth and regeneration
M65 to Yorkshire Corridor study will give a better understanding of how to
address significant delays through Colne which is caused by the existing route
linking the M65 to Yorkshire and Leeds. Delays and congestion are seen as a
barrier in accessing areas of economic growth and regeneration. Greater
accessibility to areas of economic growth and regeneration will not only
benefit people accessing employment but also economic growth. Relieving
congestion and delay problems can lead to greater pressure for new road
infrastructure and Perpetuate Lancashire's reliance on private transport. It will
divert investment from other priorities, most notably 'reduce carbon and its
effects.'
The potential benefits of easing congestion and helping the economy will
override any environmental considerations. Investment in infrastructure which
reduces congestion and delays will improve local air quality in the short term.
However, if that infrastructure does not also enhance more sustainable modes
of travel such as public transport, then in the longer term it could perpetuate
Lancashire's reliance on private transport and so have an adverse effect on
carbon emissions.
MA5 -Urban Traffic Management & Control System
Improving access into areas of economic growth and regeneration
New UTMC system at Ormskirk will reduce journey times as well as
congestion. Delays and congestion are seen as a barrier in accessing areas of
economic growth and regeneration. Greater accessibility to areas of economic
growth and regeneration will not only benefit people accessing employment
but also economic growth. Relieving congestion and delay problems can lead
to greater pressure for new road infrastructure and Perpetuate Lancashire's
reliance on private transport. It will divert investment from other priorities,
most notably 'reduce carbon and its effects.'
The potential benefits of easing congestion and helping the economy will
override any environmental considerations. Investment in infrastructure which
reduces congestion and delays will improve local air quality in the short term.
However, if that infrastructure does not also enhance more sustainable modes
of travel such as public transport, then in the longer term it could perpetuate
Lancashire's reliance on private transport and so have an adverse effect on
carbon emissions.
MA6 - Blackpool South to Colne/Clitheroe Scoping Study
Improving access into areas of economic growth and regeneration
Electrification of Preston-Blackpool North line will bring greater reliability and
increased capacity to the service and improved links to Manchester,
Manchester Airport and Liverpool. The County Council will also work to
improve links on the public transport connectivity of Blackpool-St AnnesPreston corridor. This will bring greater accessibility to areas of economic
growth and so help communities across Lancashire, including disadvantaged
communities where there are limited employment opportunities. Improved
public transport services will promote modal shift away from private car use.
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Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
This will have a number of positive effects including less congestion and
therefore improvements in air quality, lower noise levels and potentially more
limited visual intrusion into the landscape.
This scheme will also address the following priorities:
1. It will meet peoples travel to work requirements and will increase
passenger numbers and reduce the number of vehicle miles on
Lancashire's road (Reduce carbon emissions and its effects)
2. Will help provide a basis for affordable public transport for
disadvantaged and isolated communities, helping individuals travel to
much needed jobs, training and education (Providing better access to
education and employment)
3. As Lancashire is moving towards a high rate of private car journeys any
investment in public transport is seen as a positive and important step
(Provide safe, reliable, convenient and affordable transport
alternatives to the car)
MA7- Preston to Chorley bus corridor
Providing better access to education and employment
Improvements to the Preston-Chorley bus corridor will give an affordable
public transport option for disadvantaged and isolated communities, helping
individuals to access jobs, training and education. By enhancing and promoting
sustainable travel modes, reliance on the car will be reduced leading to lower
carbon emissions, improved air quality and less noise. Over the long term it
may be difficult to prevent increasing prosperity through greater accessibility
to employment resulting in greater car use (as seen in more prosperous areas).
Although greater affluence generally means a preference in private transport it
is hoped that through sustained use of public transport the younger
generation may change their attitude towards travelling on public transport
and rely less on cars in the long term. This scheme will also address the
following policies:
1. Investment in public transport services meets peoples travel to work
requirements and so reduces the number of vehicle miles on
Lancashire's roads (Reduce carbon emissions and its effects)
2. Improved journey times and reliability will mean greater accessibility
to areas of economic growth and regeneration (Improving access into
areas of economic growth and regeneration)
3. As Lancashire is moving towards a high rate of private car journeys any
investment in public transport is seen as a positive and important step
(Provide safe, reliable, convenient and affordable transport
alternatives to the car)
4. Investment in improving the bus corridor will improve the public realm
and so influence people's perception on how safe they are feeling,
willingness to use public transport, and general satisfaction with the
local community (Maintaining infrastructure in good condition)
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Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
HY2 - Pennine Reach
Providing better access to education and employment
Improvements to the bus service in Hyndburn will give an affordable public
transport option for disadvantaged and isolated communities, helping
individuals to access jobs, training and education. It will help link employment
and education opportunities in areas like Blackburn town centre, Accrington
and Great Harwood. By enhancing and promoting sustainable travel modes,
reliance on the car will be reduced leading to lower carbon emissions,
improved air quality and less noise. Over the long term it may be difficult to
prevent increasing prosperity through greater accessibility to employment
resulting in greater car use (as seen in more prosperous areas).
Although greater affluence generally means a preference in private transport it
is hoped that through sustained use of public transport the younger
generation may change their attitude towards travelling on public transport
and rely less on cars. This scheme will also address the following policies:
1. Investment in public transport services meets peoples travel to work
requirements and so reduces the number of vehicle miles on
Lancashire's roads (Reduce carbon emissions and its effects)
2. Improved journey times and reliability will mean greater accessibility
to areas of economic growth and regeneration (Improving access into
areas of economic growth and regeneration)
3. As Lancashire is moving towards a high rate of private car journeys any
investment in public transport is seen as a positive and important step
(Provide safe, reliable, convenient and affordable transport
alternatives to the car)
MA8 -Routes into Work (physical infrastructure)
Providing better access to education and employment
Extending bus services in Skelmersdale through the 'Routes into Work'
initiative will give an affordable public transport option for disadvantaged and
isolated communities, helping individuals access jobs, training and education.
By enhancing and promoting sustainable travel modes, reliance on the car will
be reduced leading to lower carbon emissions, improved air quality and less
noise. Over the long term it may be difficult to prevent increasing prosperity
through greater accessibility to employment resulting in greater car use (as
seen in more prosperous areas).
Although greater affluence generally means a preference in private transport it
is hoped that through sustained use of public transport the younger
generation may change their attitude towards travelling on public transport
and rely less on cars. This scheme will also address the following policies:
1. Investment in public transport services meets peoples travel to work
requirements and so reduces the number of vehicle miles on
Lancashire's roads (Reduce carbon emissions and its effects)
2. Prioritising investment in new public transport services will give
greater accessibility to areas of economic growth and regeneration to
disadvantaged communities in Skelmersdale (Improving access into
areas of economic growth and regeneration)
3. As Lancashire is moving towards a high rate of private car journeys any
investment in public transport is seen as a positive and important step
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(Provide safe, reliable, convenient and affordable transport
alternatives to the car)
4. Given the high unemployment rates in Skelmersdale, and the current
lack of transport opportunities, this extension of the public transport
service will give great potential for employment. It will raise
aspirations in some of the most deprived communities in England
where accessibility to jobs may not have been possible (Improve
people's quality of life and well-being)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
WL4 - Pilot for Skelmersdale Local Neighbourhoods
Improving People's Quality of Life and Wellbeing
A pilot area will be identified where public realm of footways, cycleways and
open spaces will give greater connectivity to services. Skelmersdale currently
suffers from remote network of cycleways and footways which often alienates
the local community. Public realm improvements can make a significant
impact on vulnerable and isolated communities by giving them greater link to
the wider community, services, open space as well as the potential of health
benefits gained through active travel. It will also have the potential to foster a
greater sense of pride in the community.
This scheme will also address the following policies:
1. Investment in walking and cycling offer a host of benefits and is an
important step if Lancashire's high rate of private car journeys is to be
controlled (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
2. Maintenance of public spaces is important in all communities, but is
particularly poor in more disadvantaged communities such as
Skelmersdale. Improvement of the public realm will significantly
influence peoples feeling of safety and general satisfaction amongst
the local community (Maintaining our assets)
3. Investment in more walking and cycling facilities should help reduce
casualty numbers and improve public confidence (Improve the safety
of our most vulnerable residents)
4. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
5. Walking and cycling are the cheapest modes of travel and so may be
an attractive option, particularly for those in the most disadvantaged
communities with the shortest travel horizons (Providing better access
to education and employment)
WY1 -A587 Poulton Road Zebra Crossing, Fleetwood
Improving People's Quality of Life and Wellbeing
Installation of a zebra crossing on the A587 Poulton Road should increase
safety of the more vulnerable road users. It will provide a better connected
pedestrian network, preventing communities becoming isolated, and is likely
to result in more people walking.
This scheme will also address the following policies:
1. Investment in walking facilities should help reduce casualty numbers
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and improve public confidence (Improve the safety of our most
vulnerable residents)
2. Investment in walking infrastructure will help reduce the number of
short car journeys (Reduce carbon emission and its effects)
3. Investment in walking facilities offers a host of benefits and is an
important step if Lancashire's high rate of private car journeys is to be
controlled (Provide safe, reliable, convenient and affordable
transport alternatives to the car)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
MA9 -Bus stop compliance
Improving People's Quality of Life and Wellbeing
This scheme will give greater accessibility to bus stops for disabled people. It
will foster a greater sense of pride within the community as the scheme is
improving access to services to disabled communities across Lancashire.
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
MA10 - 20 MPH Zones
Improve the safety of our streets for our most vulnerable residents
20 mph zones in residential areas are likely to increase public confidence,
encourage more people to walk and cycle in their local areas, and, in the
longer term, promote greater awareness and social responsibility on the part
of all road users. Traffic calming measures can also have the adverse effect of
increased levels of noise and lower air quality in the immediate vicinity due to
slower moving traffic.
The high rate of child casualties and casualties in disadvantaged areas more
generally represent a significant and high profile challenge. 20 mph zones will
tackle this problem.
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
This scheme also addresses the following other priorities:
1. It is raising the level of public profile of public transport in Lancashire
as well as providing an alternative travel option to the car for disabled
residents (Provide safe, reliable, convenient and affordable transport
alternatives to the car)
2. It is providing an affordable public transport service to disabled
residents to access much needed jobs, training and education
(Providing better access to education and employment)
3. Will provide safer accessibility to public transport for the disabled
community (Improve the safety of our streets for our most
vulnerable residents).
MA10, MA11 - Local Road Safety
Improve the safety of our streets for our most vulnerable residents
Local safety schemes are likely to increase public confidence, encourage more
people to walk and cycle in their local areas, and, in the longer term, promote
greater awareness and social responsibility on the part of all road users.
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Conclusion
This scheme also addresses the priority of 'Maintaining our assets.' Local road
safety schemes will include hard measures that will ensure that the
maintenance of the public realm remains at such a level that it will have a
positive effect on public satisfaction surveys.
Scheme:
LA2 - Heysham to M6 Complementary Measures: A6 Stonewall Puffin to
Toucan
Provide safe, reliable, convenient and affordable transport alternatives to the
car
This complementary measure involves changing a puffin crossing to a toucan.
This will enable not only pedestrians to use the crossing but also cyclists. This
will mean more cyclists will be encouraged to cycle and so reduce Lancashire's
reliance on car journeys.
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Does it address
any other of the
policies?
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
The scheme will also address the following priorities:
1. Investment in a toucan crossing will reduce cycle casualty numbers
and so improve public confidence getting more people cycling
(Improve the safety of our most vulnerable residents)
2. Improving public infrastructure is often cited in public satisfaction
surveys as having a significant influence of feeling safe and general
satisfaction the local communities (Maintaining our assets)
3. Reduced cycling casualty numbers through the installation of the
toucan crossing will encourage more people to access education and
employment via cycling (Providing better access to education and
employment)
4. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
LA4 - Chapel Street Cycle Lane Improvements
Provide safe, reliable, convenient and affordable transport alternatives to the
car
The two projects will provide improved cycling and pedestrian access to
education, employment and health services. The two sites suffer from high
cycle casualty rates and so act as a barrier for travel. These two projects will
remove this barrier and so make walking and cycling more attractive for
shorter journeys. Increase walking and cycling not only benefits health but also
reduces greenhouse gases through active travel rather than private transport.
The scheme will also address the following priorities:
1. Investment in the two projects should help reduce casualty numbers
and so improve public confidence getting more people walking and
cycling (Improve the safety of our most vulnerable residents)
2. Improving public infrastructure is often cited in public satisfaction
surveys as having a significant influence of feeling safe and general
satisfaction the local communities (Maintaining our assets)
3. By helping reduce cycling casualty numbers which was acting as a
barrier to sustainable travel it will encourage more people to access
education and employment through cycling (Providing better access
to education and employment)
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4. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
WY2 - Blackpool to Fleetwood Tramway Upgrade
Provide safe, reliable, convenient and affordable transport alternatives to the
car
The Blackpool to Fleetwood tramway upgrade will improve access to
education and employment. Lancashire is moving towards a high rate of
private car journeys and investment in public transport services should help
move away from this. Investment in good quality public transport is vital if the
environment impact of Lancashire's transport requirements are to be
controlled.
The scheme will also address the following other priorities:
1. Investing in public transport services will meet peoples travel to work
requirements and will increase passenger numbers and reduce the
number of vehicle miles on Lancashire's road (Reduce carbon
emissions and its effects)
2. The tramway will help promote affordable public transport for
disadvantaged and isolated communities, helping deprived
communities access jobs, training and education (Providing better
access to education and employment)
3. A tramway will have a significant impact on public satisfaction surveys
and will have a positive impact on people's willingness to use public
transport, perception of feeling safe, and general satisfaction with the
local community (Maintaining our assets)
4. Investment in the tramway should give disadvantaged communities
with limited employment opportunities greater accessibility to areas of
economic growth and help economic growth (Improve access into
areas of economic growth and regeneration)
WY3 - Thornton Cycle Route: Norcross to Blackpool Promenade
Provide safe, reliable, convenient and affordable transport alternatives to the
car
Thornton Cycle Route will give better sustainable links between major
employment areas and education opportunities. Investment in cycling offers a
host of benefits. These include health benefits, reduction in greenhouse gases
through active travel rather than private transport, and greater access to jobs,
training, services, healthcare and education.
This scheme will also address the following policies:
1. Maintenance of public spaces is important in all communities, but is
particularly poor in more disadvantaged communities. Improvement of
the public realm will significantly influence peoples feeling of safety
and general satisfaction amongst the local community (Maintaining
our assets)
2. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
3. The cycle lane will give better sustainable access to employment and
education (Providing better access to education and employment)
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Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
PR5 - Rail station to UCLAN pedestrian/cycle facilities
Provide safe, reliable, convenient and affordable transport alternatives to the
car
There will be an investment in cycle and pedestrian facilities throughout
Preston CBD giving greater accessibility to employment, education and
improving on safety records at Adelphi roundabout. Lancashire is moving
towards a high rate of private car journeys and investment in infrastructure for
walking and cycling should help move away from this. Investment in walking
and cycling also offers a host of benefits. These include health benefits and
reduction in greenhouse gases through active travel rather than private
transport.
The scheme will also address the following priorities:
1. Investment in this project will help reduce the high cyclist casualty
numbers at Adelphi roundabout and so improve public confidence
getting more people cycling (Improve the safety of our most
vulnerable residents)
2. Improving public infrastructure is often cited in public satisfaction
surveys as having a positive influence on how safe people feel and
general satisfaction with the local community (Maintaining
infrastructure in good condition)
3. By improving pedestrian and cycling links in Preston CDB it will
encourage more people to travel in a more sustainable way to access
jobs, training and education (Providing better access to education and
employment)
4. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
CH2 -A6 Bolton Road/A5106 Wigan Lane Junction Improvement
Provide safe, reliable, convenient and affordable transport alternatives to the
car
Improvements to the junction between A6 Bolton Road and A5106 Wigan Lane
will not only ease congestion but also significantly reduce the high injury rate
at the junction. The proposed pedestrian link associated with the scheme will
encourage people to walk and therefore reduce reliance on using cars. This will
have a double impact in improving air quality through reduced congestion and
encouraging people to walk.
This scheme will also address the following policies:
1. Investment in the pedestrian link will help reduce the high casualty
numbers of the more vulnerable road users and improve public
confidence (Improve the safety of our most vulnerable residents)
2. Investment in walking infrastructure will help reduce the number of
short car journeys (Reduce carbon emission and its effects)
3. Improving public infrastructure is often cited in public satisfaction
surveys as having a positive influence on how safe people feel and
general satisfaction the local community (Maintaining our assets)
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Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
SR4 - Leyland railway station improvements
Provide safe, reliable, convenient and affordable transport alternatives to the
car
The County Council will contribute to improve passenger facilities, signing and
the provision of information at Leyland railway station. Lancashire's public
transport systems currently suffer from not having the same level of public
profile as seen in larger metropolitan areas. Signing and the provision of
information should help raise the level of public profile.
The scheme will also address the following priorities:
1. Investing in public transport services such as the railway station will
meet peoples travel to work requirements and will increase passenger
numbers and reduce the number of vehicle miles on Lancashire's road
(Reduce carbon emissions and its effects)
2. Investment in raising the profile of Leyland railway station will help
provide a source of affordable public transport for disadvantaged and
isolated communities, helping deprived communities access
employment, training and education (Providing better access to
education and employment)
3. Improvements to the railway station through improved passenger
facilities will have significant impact on public satisfaction surveys and
will have a positive impact on people's willingness to use public
transport, perception of feeling safe, and general satisfaction with the
local community (Maintaining our assets)
WL5 - Ormskirk bus station
Provide safe, reliable, convenient and affordable transport alternatives to the
car
A package of measures to improve facilities at Ormskirk bus station which
includes a pedestrian link to the railway station should encourage more people
to use the public transport service. Stations require good pedestrian links to
maximise passenger numbers. This will help control the high number of private
car journeys made in Lancashire.
This scheme also addresses a number of other policies:
1. Investment in public transport services which meets peoples travel to
work requirements reduces the number of vehicle miles on
Lancashire's roads (Reduce carbon emissions and its effects)
2. It will help provide a basis for affordable public transport for
disadvantaged and isolated communities, helping individuals access
the railway station, employment at the town centre, and training and
education most notably Edge Hill University (Providing better access
to education and employment)
3. Improvements to Ormskirk bus station facilities will significantly
improve the public realm and so influence people's perception on how
safe they are feeling, willingness to use public transport, and general
satisfaction with the local community (Maintaining our assets)
4. Improved access between the bus station and railway station through
a pedestrian link and greater accessibility to education and
employment will deliver improved economic fortunes. This will help
communities across Lancashire, including disadvantaged communities,
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where there are limited employment opportunities. (Improving Access
into areas of economic growth and regeneration)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
WL7 - New Court Way Zebra Crossing, Ormskirk
Provide safe, reliable, convenient and affordable transport alternatives to the
car
A new zebra crossing at New Court Way will aid access to the railway station. A
railway station requires good pedestrian links to maximise passenger numbers.
High casualty rates or poor walking infrastructure are often seen as a barrier.
Removing these barriers will encourage more people to walk to and from the
station and in turn encourage people to use public transport. Investing in good
quality infrastructure to support public transport is a positive and important
step in moving away from a high rate of private car journeys in Lancashire.
This scheme will also address the following policies:
1. Investment in walking facilities should help reduce casualty numbers
of the more vulnerable road users and improve public confidence
(Improve the safety of our most vulnerable residents)
2. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
3. The location of the zebra crossing should help individuals travel to
much needed jobs and education via the nearby train station
(Providing better access to education and employment)
WL8 - B5241 Junction Lane Zebra crossing, Burscough
Provide safe, reliable, convenient and affordable transport alternatives to the
car
A new zebra crossing outside Burscough junction railway station will provide
safer crossing for people using the railway station and pupils attending the
nearby school. A railway station requires good pedestrian links to maximise
passenger numbers. High casualty rates or poor walking infrastructure are
often seen as a barrier. Removing these barriers will encourage more people
to walk to the station and school. Investing in good quality infrastructure to
support public transport is a positive and important step in moving away from
a high rate of private car journeys in Lancashire.
This scheme will also address the following policies:
1. Investment in walking facilities should help reduce casualty numbers
of the more vulnerable road users and improve public confidence
(Improve the safety of our most vulnerable residents)
2. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
3. The location of the zebra crossing should help individuals travel to
employment via the train station and education at the nearby schools
(Providing better access to education and employment)
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Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
HY3 - Great Harwood/Clayton-le-Moors/Accrington Cycle Route
Provide safe, reliable, convenient and affordable transport alternatives to the
car
Creating a cycle path between Church and Clayton-le-Moors will provide a safe
off road route linking residential areas, schools, local employment and training
opportunities. This will make walking and cycling more attractive for shorter
journeys between these locations and so reduce Lancashire's high rate of
private car journeys.
The scheme will also address the following priorities:
1. The off road route will help minimise road casualty rates and so
improve public confidence getting more people walking and cycling
(Improve the safety of our most vulnerable residents)
2. Improving public infrastructure is often cited in public satisfaction
surveys as having a significant influence on how safe people feel and
general satisfaction with the local community (Maintaining our assets)
3. The off road cycling route will provide better access to schools, local
employment and training opportunities (Providing better access to
education and employment)
4. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
5. Better connected pedestrian and cycling networks linking schools,
employment, training and residential areas is likely to result in more
people walking and cycling which hosts a number of health benefits
(Improve people's quality of life and well being)
BU2 - Manchester Road/Finsley Gate Junction Pedestrian Facility
Provide safe, reliable, convenient and affordable transport alternatives to the
car
Better link between Manchester Road railway station and Burnley town centre
will be achieved through signalled pedestrian/cycle crossing at Trafalgar
Street. Railway stations require good pedestrian and cycling facilities between
itself and key employment areas, in this case Burnley town centre, to maximise
passenger numbers. High casualty rates or poor infrastructure for walking or
cycling are seen as a barrier. Reducing these barriers will encourage more
walking and cycling to and from the station and will in turn increase passenger
numbers at Manchester Road railway station. This will have the added benefit
of reducing people's reliance on private transport.
The scheme will also address the following priorities:
1. The crossing will help minimise road casualty rates and so improve
public confidence getting more people walking and cycling (Improve
the safety of our most vulnerable residents)
2. Improving public infrastructure is often cited in public satisfaction
surveys as having a significant influence on how safe people feel and
their satisfaction with the local community (Maintaining our assets)
3. The crossing will aid in providing better access to employment,
education and training opportunities due to its key location linking the
railway station to the town centre (Providing better access to
education and employment)
4. Investment in walking and cycling infrastructure will help reduce the
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number of short car journeys (Reduce carbon emission and its effects)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
BU3 - Manchester Road/Trafalgar Street Junction Toucan
Provide safe, reliable, convenient and affordable transport alternatives to the
car
Better link between Manchester Road railway station and Burnley town centre
will be achieved through the addition of pedestrian facilities to the
Manchester Road/Finsley Gate/Queen's Lancashire Way signal junction.
Railway stations require good pedestrian facilities between itself and key
employment areas, in this case Burnley town centre, to maximise passenger
numbers. High casualty rates or poor infrastructure for walking are seen as a
barrier. Removing these barriers will encourage more walking and cycling to
and from the station and will in turn increase passenger numbers at
Manchester Road railway station. This will have the added benefit of reducing
people's reliance on private transport.
The scheme will also address the following priorities:
1. The crossing will help minimise road casualty rates and so improve
public confidence getting more people walking and cycling (Improve
the safety of our most vulnerable residents)
2. Improving public infrastructure is often cited in public satisfaction
surveys as having a positive impact on how safe people feel and
general satisfaction with the local community (Maintaining our assets)
3. The crossing will aid in providing better access to employment,
education and training opportunities due to its key location linking the
railway station to the town centre (Providing better access to
education and employment)
4. Investment in walking and cycling infrastructure will help reduce the
number of short car journeys (Reduce carbon emission and its effects)
RO1 -Rawtenstall Bus Station
Provide safe, reliable, convenient and affordable transport alternatives to the
car
Rawtenstall bus station is outdated. A new bus station will provide better
public transport services and will encourage people to use public transport
rather than private transport. Investment in good quality public transport is
vital if the environment impact of Lancashire's transport requirements are to
be controlled.
This scheme also addresses a number of other policies:
1. Investment in public transport services which meets peoples travel to
work requirements will reduce the number of vehicle miles on
Lancashire's roads (Reduce carbon emissions and its effects)
2. Will help provide a basis for affordable public transport for
disadvantaged and isolated communities, helping individuals access
employment, training and education (Providing better access to
education and employment)
3. New bus station will significantly improve the public realm and so
influence people's perception on how safe they are feeling, willingness
to use public transport and general satisfaction with the local
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community (Maintaining our assets)
4. The new bus station will have greater potential to support economic
growth and regeneration and give communities where there are
limited employment opportunities greater access to employment
(Improving access into areas of economic growth and regeneration)
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
MA13 - Smart Ticketing
Provide safe, reliable, convenient and affordable transport alternatives to the
car
Smart ticketing will enable young people and residents in the Pennine Reach
area who buy into the scheme to travel at a discount rate by bus. This will
make public transport more attractive to people and so are less likely to rely
on private transport.
The scheme also addresses the following other priorities:
1. It provides people with discounted travel which will help those
especially from poorer backgrounds to improve their employment
prospects (Providing better access to education and employment)
2. It will higher passenger numbers on public transport and therefore
lower overall carbon footprints (Reduce carbon emissions and its
effects)
MA12 - Community rail partnership Programme Improvements
Provide safe, reliable, convenient and affordable transport alternatives to the
car
Investment in any public transport service is an important step towards
reducing private car journeys in Lancashire. Investment in the community Rail
Partnership Programme can only improve passenger numbers through their
dedication in helping maintain a number of different train stations and helping
services run smoothly.
This scheme also helps address the following priorities:
1. Local volunteers will help maintain railway stations and so give a sense
of social responsibility to the local community (Improve people's
quality of life and well-being)
2. The maintenance of railway station through volunteers will influence
how safe people feel at the station, their willingness to use public
transport, and their general satisfaction with the area (Maintaining
our assets)
MA14
Maintaining our assets
This scheme involves general maintenance and improvement of the public
realm. The quality of the public realm has a special influence on how attractive
places are for private investment. Maintenance of the public realm is often
cited in public satisfaction surveys as having a positive influence on how safe
people feel, willingness to use public transport, and general satisfaction with
local communities. Maintenance practices can also lead to loss of heritage
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Conclusion
Scheme:
Policy
How does the
scheme fit into the
policy and are
there any adverse
effects?
Conclusion
features and degradation of the historic built environment.
Depending on the specifics of each scheme this may hit a number of different
other priorities. An example of this would be that some schemes may increase
road safety and so may also come under 'Improve the safety of our streets for
our most vulnerable residents.'
MA15 -Electric vehicle charging points
Reduce carbon emissions and its effects
Lancashire sees higher levels of carbon emissions for transport than its
metropolitan neighbours. This is primarily due to the lower use of public
transport. This scheme will look at improved technology in the form of electric
vehicles to lower carbon emissions.
Subsidy cuts in bus services and overriding economic imperatives in some
areas means that local increases in carbon emissions are likely. Significant
carbon savings will be required in other areas such as investing in technology
for electric cars.
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5. Mitigation and monitoring
5.1. Mitigation of the risks inherent in this Implementation Plan has been discussed
for each project in the Plan and certain themes have emerged:
o There is a need to promote biodiversity where possible in schemes. This may
be as simple as ensuring that new infrastructure links to existing wildlife
corridors or that maintenance regimes are species friendly.
o Maintenance in areas of historic significance must take into account visual
amenity.
o Where possible, public realm enhancements should improve open space
provision. This is particularly the case for walking and cycling infrastructure.
o Development that occurs as the result of the plan must take environmental
considerations into full account.
o Air quality improvements and noise reduction should be considered in all
schemes, particularly connected to maintenance and sustainable transport
provision.
o The contribution of surface water runoff to pollution and flood risk must be
acknowledged and specific mitigation put in place.
o Although the focus of the Strategy is on economic development, which is
predominantly in Central Lancashire, the needs of disadvantaged
communities must not be forgotten. Access from these communities is a key
consideration for the Plan.
o Although not specifically addressed in the projects, the changing
demographics of the county must increasingly be considered, particularly the
challenges presented by an ageing population.
o Public attitude to the needs of the environment varies greatly across the
county and may present a challenge to greater use of sustainable transport
modes. Education and social marketing may be required to overcome a
reluctance to switch modes.
o Improvements in health will be dependent on an acceptance of sustainable
modes of travel.
o Due attention must be paid in all projects to the specific needs of users,
particularly those who may be disabled or experience greater challenges in
travelling.
5.2. The effectiveness of mitigation measures can only be gauged by monitoring
appropriate indicators.
5.3. The purpose of monitoring is to measure the environmental effects of a plan, to
measure success against the plan’s objectives and to provide useful information
for future plans and programmes. Given the resources that intensive monitoring
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would entail, many of the indicators require data that is already being routinely
collected at a local levels. The monitoring programme will evolve over time as
the Implementation Plan itself evolves and our knowledge of its impact improves.
The monitoring of individual schemes/proposals will be addressed at project
level.
5.4. There are ten key areas that are either crucial to the success of the plan or are
at significant risk of adverse impact. The Implementation Plan should support:
o
o
o
o
o
economic growth,
reduced congestion,
access to employment,
access to education and
improved asset maintenance
There are however significant risks to:
o
o
o
o
o
biodiversity,
CO2 emissions,
air quality,
deprivation,
human health.
5.5. Consideration has been given to these areas and the data collection that would
be necessary to monitor activity in a reasonable way without duplicating work
done elsewhere. The result is shown in Table 3 below.
Subject
Economic
Growth
Congestion
Access to
employment
Access to
education
Asset
maintenance
Biodiversity
CO2 emissions
Air quality
Deprivation
Human Health
Monitored already?
Yes – Economic
Development Unit
Yes – Journey times
Action
Utilise external measures
Yes – Asset manager
Monitor peak hour speeds on corridors with
interventions
Monitor changes in accessibility to key
employment sites
Reduction in benefit claimants
Monitor changes in accessibility to key
educational facilities
Utilise external measures
Yes – Single List
Yes - nationally
Yes – District AQMAs
Yes - nationally
Yes – by NHS partners
Utilise external measures
No suitable data
Utilise external measures
No suitable data
Utilise external measures
NO
NO
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5.6. The specific indicators used will be reported in the next Implementation Plan.
This will ensure that both the practicality and usefulness of each indicator has
been verified.
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Appendix 1: Environmental Context
1.1. Environment
1.1.1. The baseline data underpinning this assessment is contained in the
Lancashire Environment Audit 2011 (LEA2011). This document is currently
being prepared for publication (expected late 2011) and data contained in it is
not generally replicated here. Exceptions are made for key data.
Consideration is also given to significant changes in policy affecting the
environment.
Natural Environment
1.1.2. See LEA2011 and Appendix 2 for detail.
1.1.3. The current state of BHSs is given below:
o
o
o
o
o
o
o
o
Burnley - 42 Biological Heritage Sites and five Regionally Important
Geological/Geomorphological sites covering areas of 994ha and 278ha
respectively.
Chorley- 109 Biological Heritage Sites and 11 Regionally Important
Geological/Geomorphological Sites covering areas of 3,2266ha and
312ha respectively.
Fylde - 33 Biological Heritage Sites and 1 Regionally Important
Geological/Geomorphological Sites covering areas of 536ha and 46ha
respectively.
Hyndburn - 33 Biological Heritage Sites and two Regionally Important
Geological/Geomorphological Sites covering areas of 525ha and 253ha
respectively.
Lancaster - currently 288 Biological Heritage Sites and 25 Regionally
Important Geological/Geomorphological Sites covering areas of 6,155ha
and 1,491ha respectively
Pendle - 62 Biological Heritage Sites and 3 Regionally Important
Geological/Geomorphological Sites covering areas of 1,295ha and 6ha
respectively.
Preston - 41 Biological Heritage Sites and 4 Regionally Important
Geological/Geomorphological Sites covering areas of 521ha and 116ha
respectively.
Ribble Valley - currently 292 Biological Heritage Sites and five
Regionally Important Geological/Geomorphological Sites covering areas
of 5,608ha and 525ha respectively.
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o
o
o
o
Rossendale - currently 52 Biological Heritage Sites and eight regionally
important geological/geomorphological sites covering areas of 2,297ha
and 272ha respectively.
South Ribble - currently 64 Biological Heritage Sites and 5 Regionally
Important Geological/Geomorphological Sites covering areas of 536ha
and 2.3ha respectively.
West Lancashire - currently 78 Biological Heritage Sites and 7
Regionally Important Geological/Geomorphological Sites covering areas
of 5,097ha and 7.3ha respectively.
Wyre - 67 Biological Heritage Sites and 4 Regionally Important
Geological/Geomorphological Sites covering areas of 3,259ha and 616ha
respectively.
Historic Environment
1.1.4. See LEA2011 and The Lancashire Historic Towns Survey (2006)
Access/Open Space/Recreation
1.1.5. Lancashire has a network of 5,561 KM of public rights of way, including 458
km of Bridleways. Access is also promoted through the Lancashire
Countryside Service manages two country parks (Beacon Fell and Wycoller),
and a host of other sites (picnic sites, recreation sites, access areas, etc) that
together offer a range of opportunities for people to enjoy the Lancashire
countryside.
1.1.6. Access to the countryside in partly managed through the implementation of
the Countryside and Rights of Way Act. The act requires every highway
authority in England and Wales to prepare a Rights of Way Improvement
Plan. The Lancashire Rights of Way improvement Plan (ROWIP) has been
produced to meet the requirements of the Countryside and Rights of Way Act
2000 (CROW). The ROWIP assesses the extent to which right of way meet
the present and likely future needs of the public, the opportunities provided by
rights of way for exercise and other forms of open air recreation and
enjoyment and the accessibility of rights of way to blind and partially sighted
persons and others with mobility problems.
1.1.7. The key commitments of the ROWIP are to:
o improve access to the rights of way network on the urban fringe and
encourage more people to enjoy the benefits of walking.
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o wherever possible take opportunities to develop or create multi user routes
where all can enjoy better access, including the less mobile, horse riders,
cyclists, families and walkers.
o work with the landowning and farming communities to improve access and
look to assist them in resolving land management issues where access is
concerned. Including the new rights of access to open countryside.
o continue to develop an integrated network of bridleway routes, which can
also cater for cyclists.
o work with motorized users who wish to promote responsible use of the right
of way network where legal.
o wherever possible make changes to the rights of way network that will
improve access for those with mobility problems or other disabilities
Landscape
1.1.8.
See LEA2011
1.1.9.
The draft National Planning Policy Framework (NPPF) was published for
consultation on 25th July 2011. The draft NPPF sets out the Government's
economic, environmental and social planning policies for England and the
Government's view of what constitutes sustainable development in practice
and how the planning system is expected to deliver it. The framework is
intended to streamline the national planning policies set out in existing
planning policy guidance notes, planning policy statements, minerals policy
statements and minerals policy guidance notes, plus a number of related
circulars, into a single document.
1.1.10. Whilst the NPPF does not bring challenges for the current IP, there are a
number of features that in it that will give rise to environmental and transport
issues:
o formalises the coalition's intention to abolish targets for the development
of brownfield land. The impact statement accompanying the draft NPPF
recognises that there are strong environmental grounds for seeking to reuse previously developed land for the provision of new housing where
possible locally.
o proposes removing standards based on maximum standards on the
grounds that councils are best placed to decide their own levels of
provision. This change could lead to more car use through cheaper
parking arising from increased supply as research shows that, after the
cost of fuel, the availability of trip end work parking is the single biggest
influence of commuting mode of choice after fuel costs
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o whilst core Green Belt protection will remain in place, including the test to
preserve the openness and purposes of including land in the Green Belt,
four changes to the detail of current policy are proposed in the draft NPPF
that are likely to lead to greater development:
 Development on previously-developed Green Belt land is already
permissible if the site is identified in the local plan as a major
developed site – it is proposed to extend this policy to similar sites
not already identified in a local plan.
 Park and Ride schemes are already permissible – it is proposed to
extend this to a wider range of local transport infrastructure.
 Community 'Right to Build' schemes will be permissible if backed by
the local community.
 The alteration or replacement of dwellings is already permissible – it
is proposed to extend this to include all buildings.
o LPAs will be required to give great weight to protecting landscape and
scenic beauty in National Parks, the Broads and Areas of Outstanding
Natural Beauty. However, there are a number of serious omissions and
weaknesses:
 The relevant obligations of the EU European Landscape
Convention which the UK government has signed up to have not
been incorporated in planning policy.
 Conserving, protecting and maintaining landscape character is
largely absent.
 A number of fundamental principles from existing planning policy
that are applicable to the landscape have not been carried over into
the new framework.
 The level of protection given to landscapes which are not within
Green Belt or a statutory designation is well below that afforded to
biodiversity.
 A lack of adequate townscape protection.
 Protection of the visual amenity of the Green Belt would be eroded.
 The principle of 'no net loss' does not apply to landscape.
Repeated loss would be contrary to the policy framework's core
principle of sustainable development.
Noise
1.1.11. See LEA2011
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Air quality
1.1.12. See LEA2011
1.1.13. Under the Environmental Protection Act 1995, each district in Lancashire is
required to review and assess air quality in their area. National Air Quality
Objectives have been set by Government for seven pollutants (Benzene, 1,3
Butadiene, Carbon Monoxide, Lead, Nitrogen Dioxide, Particulates and
Sulphur Dioxide). Air pollution is measured and predictions made as to how
it will change in the following few years. If a local authority finds any places
where the objectives are not likely to be achieved, it must declare an Air
Quality Management Area (AQMA) and then put in place a Local Air Quality
Action Plan.
1.1.14. The current AQMAs declared in Lancashire are shown below.
District
Authority
N Location of
o. AQMA
Area included
Lancaster
City Council
3
Bridge Lane
Bulk Road (between Caton Road and
Parliament Street junctions)
Cable Street
Caton Road (between Kingsway and
Bulk Road junctions)
China Street
Dalton Square (western link between
Great John Street and Thurnham
Street junctions)
Fleet Square (between Bridge Lane
and Cable Street junctions)
Great John Street
Greyhound Bridge
King Street
Kingsway
Morecambe Road (between eastern
junction with Greyhound Bridge and
Owen Road junction)
North Road
Owen Road (between Morecambe
Road and Kingsway junctions)
Lancaster
city centre
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Date of
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Galgate
1.
Carnforth
Parliament Street
Penny Street (between Thurnham
Street and King Street junctions)
Rosemary Lane
Skerton Bridge
Stonewell
Thurnham Street
Main Road, Galgate, between numbers
59 and 103
An area encompassing the A6
between North Road and Booth's
supermarket access road, and Market
Street between the junction with the A6
and Haws Hill.
An area encompassing Chapel Street,
in Poulton-le-Fylde, along with the
junctions with Higher Green/Queens
Square, and BreckRoad/Vicarage
Road/Ball Street.
Wyre
Borough
Council
1
Poulton
centre
Ribble
Valley
Borough
Council
1
Whalley
Rd,
Clitheroe
Between numbers 36 and 74 evens
and between 37 and 57 odds, and the
Fylde
Borough
Council
0
Preston City
Council
2
Preston
City centre
An area encompassing a number of
properties between Church Street and
Percy Street adjacent to the junctions
of these roads and the A6/A59
Ringway.
An area encompassing a number of
properties in the vicinity of the junction
of the A5085 Blackpool Road and
Plungington Road.
Plungingto
n Rd/
Blackpool
Rd
area which extends twenty metres in
either direction measured from the
kerb of each of these roads
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South
Ribble
Borough
Council
4
Priory
Lane/A59
The stretch of road between the
junction of Priory lane/Cop lane and
the A59 Liverpool Road, Penwortham.
From Kingsway to the north of Priory
Lane; Queensway to Kingsway along
the A59 Liverpool Road and up to and
including property number 32 of Cop
Lane.
A6/A675
An area encompassing the A6/A675
Victoria
Victoria Road in Walton-le-Dale
Road
between the Bridge Inn/Ribble
Crescent to the north and the Yew
Tree Inn to the south.
Leyland
An area encompassing the junction of
Rd/
Leyland Road and Brownedge Road,
Brownedg Lostock Hall and the roads leading up
e Rd
to it from the Fir Trees Road in the
north, Avondale drive to the east and
St James' Close/Victoria St to the
south-east.
Station Rd, An area along Station Road, in Bamber
Bamber
Bridge between St Mary's
Bridge
Road/Eaveswood Close to the north
and Havelock Road/Church Road to
the south.
Ormskirk
An area encompassing properties in
centre
Moor Street and Stanley Street in
Ormskirk.
West
Lancashire
Borough
Council
1
Chorley
Borough
Council
0
Hyndburn
Borough
Council
0
Burnley
Borough
Council
1
Duke Bar
Pendle
Borough
1
Windsor
An area around the junctions of
Briercliffe Road with Colne Road and
Swinless Street in Burnley.
Windsor Street, Colne and Shipton
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Council
Rossendale
Borough
Council
Street
Road, Colne between the junction with
Windsor Street/Byron Road and
Temple Street/Oak Street.
0
http://aqma.defra.gov.uk/list.php
CO2 emissions
1.1.15. Total CO2 emissions in the 14-authority Lancashire sub-region in 2008
(figures released since the first report) were estimated at 11.7 million tonnes.
This represented 20.4% of the North West total of 57.4 million tonnes and
2.3% of the UK total. Overall, 41.2% of Lancashire emissions were
attributable to industry and commerce sector sources, 30.4% to the domestic
sector, 26.2% to road transport and a minor residual of 2.0% to land use,
land use change and forestry.
1.1.16. Expressed in terms of per capita (per resident) in order to make allowance
for the different size of areas, total CO2 emissions in the 12 district
Lancashire County Council area, at 8.4 tonnes per annum, were marginally
higher than the UK average of 8.2 tonnes. In considering such per capita
ratios it should be noted that while emissions per resident may be a useful
measure for domestic emissions, emissions from industry and road transport
are driven by many factors other than the size of the resident population so
these ratios should be interpreted with caution.
1.1.17. Road transport emissions include freight and passenger transport, both
private and for business purposes. The estimates of road transport CO 2 are
made based on the distribution of traffic, therefore some of the emissions
within an authority represent through traffic, or part of trips into or out of the
area whether by residents or non-residents. In some authorities this can be
particularly significant and may provide part of the explanation for high
figures in Chorley, Preston and South Ribble which are the three authorities
at the heart of the county's motorway network.
Climate change
1.1.18. Climate Change in often seen as a 'global' issue with impacts such as rises
in sea level, flooding, temperature increases and extreme weather having
much less effect on the North West of England than other parts of the world.
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Whilst the North West may not expect to experience some of these extremes
there will be changes in local weather patterns that may cause disruptions to
business and distress to individuals here in Lancashire. However, by the
predictive nature of the science, the likely change to our climate is one of the
most difficult environmental variables to quantify succinctly in a report such
as this.
1.1.19. The UK Climate Projections (UKCP09) provide climate information designed
to help those needing to plan how they will adapt to a changing climate and
is the fifth generation of climate information for the UK. Projections are
broken down to a local level across the UK and illustrate the potential range
of changes and the level of confidence in each prediction.
1.1.20. The projections are given as the value averaged over each of seven future
overlapping 30-yr time periods, stepped forward by a decade, starting with
2010–2039. The use of 30-yr time periods reduces the effect of uncertainty
due to natural internal variability. These future time periods are referred to
for simplicity by their middle decade, starting from the 2020s (2010–2039)
and ending with the 2080s (2070–2099). All changes are expressed relative
to a modelled 30-yr baseline period of 1961–1990.
1.1.21. There are uncertainties in future emissions. Though small over the next two
or three decades, mainly because of climate system inertia, these
uncertainties will be substantial in the second half of the century. UKCP09
therefore use three different scenarios for future emissions. These were
decided, following consultation, as the A1FI, A1B and B1 scenarios in the
IPCC Special Report on Emission Scenarios (SRES) — renamed for
simplicity in UKCP09 as High, Medium and Low respectively.
1.1.22. The High emission scenario was used to produce projections for the
Lancashire Adaptation Wizard which is available on the internet for use by
anyone interested in climate change in the county (Lancashire Climate
Change Projections). These projections cover 9 areas of Lancashire and are
not replicated here.
1.1.23. Extreme events are also predicted to increase and UKCP09 also includes
prediction tools for these. These tools have been recently updated and work
remains to revisit the Lancashire predictions. It is anticipated that this will be
completed for subsequent ER updates.
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1.2. Population
Deprivation
1.2.1.
Many areas suffer the problems of multiple deprivation such as poor health,
high infant mortality, low life expectancy, large numbers of benefit claimants,
low skill levels, poor housing quality and high levels of worklessness. A major
concern is the direction of change, which suggests that deprivation is
becoming even more entrenched across Lancashire. In comparison between
the 2007 and 2010 Indices of Deprivation, 10 of the 12 county districts, all
except Rossendale and Wyre, have worse rankings than in 2007.
1.2.2.
The most deprived district in the county is Burnley, ranked as the 21st most
deprived nationally, 10 places worse than the 2007 rankings, placing the area
within the 10% most deprived in England. Due to this worsening position,
Burnley has now replaced Blackburn with Darwen as the second most
deprived district in the wider Lancashire sub region, behind Blackpool.
1.2.3.
At the local level, 10 of the 12 county districts have Lower Super Output
Areas (LSOAs) in the most deprived 10% in England. Over a third (33%) of
Burnley's LSOAs are in the 10% most deprived nationally, with the next
highest proportions in Pendle (30%), Preston (21%), Hyndburn (21%),
Lancaster (11%), Chorley (9%), Wyre (9%), West Lancashire (8%),
Rossendale (7%) and South Ribble (1%). The relatively affluent and
predominantly rural districts of West Lancashire and Wyre have some of the
most deprived urban areas in the county in Skelmersdale and Fleetwood
respectively, and despite the overall affluence of Lancaster there are
concentrations of severe economic deprivation in the area.
1.2.4.
The position in Lancashire is worsening, with the percentage of LSOAs falling
into the most deprived 10% increasing from 15.5% to 17.4%, since 2007. In
contrast the percentage of LSOAs from the most affluent 10% has increased
from 1.2% to 5.4% suggesting the gap is widening between the most and
least deprived areas.
Population
1.2.5.
Despite a minor increase in Lancashire's population over the last year, some
districts have seen a decline due to large net migration. Burnley's long term
population decline continues, with Preston experiencing the largest net
migration outflow of any district. As one of the main economic growth areas
in the county the decline in population in Preston is of interest, especially in
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terms of growing a resident workforce, as the area had previously seen an
increase in population in the longer-term.
1.2.6.
Between 2008 and 2009 the Lancashire county area saw only a minor
increase in population of less than 0.1%, which was primarily the result of a
large net migration out of the area that cancelled out most of the increases
from natural change in population. Over the longer term, since 2001
Lancashire county's population has increased by 2.6%, exceeding the
increase in the North West of 1.8%, although well below the 4.5% increase
nationally.
1.2.7.
In terms of the age profile of Lancashire, the county has fewer 25-44 year
olds than regional and national averages, but a higher proportion of residents
65 and over. The age of the remainder of the population is broadly
comparable to the national picture.
1.2.8.
In the youngest age group (0-14 years), three districts from the east of the
county, Hyndburn (19.9%), Pendle (19.3%) and Burnley (19.2%), show the
highest proportions, presumably reflecting above average birth rates. In
comparison, Fylde (14.3%) and Wyre (15.1%) have the lowest percentage of
0-14 year-olds. However, these two districts also have by far the highest
rates for the oldest 65+ age group, with Fylde at 23.9% and Wyre 23.6%,
well in excess of national averages, reflecting the attraction of both areas to
retired inward migrants.
1.2.9.
Both Preston (18.0%) and Lancaster (17.2%) have high proportions of young
people aged 15-24 years, reflecting the presence of two sizeable universities
in these areas. Notably six districts, Chorley (11.6%), Fylde (10.2%), Ribble
Valley (11.1%), Rossendale (13%), South Ribble (12.1%) and Wyre (11.5%),
have lower proportions of 15-24 year olds than regional (13.9%) and national
(13.3%) comparisons. In fact, apart from Preston and Lancaster only Burnley
(13.9%) has a higher proportion of this age group than the national average.
1.2.10. Projections suggest that over the next 25 years the overall population for the
Lancashire county area will increase by 8.6%, which is similar to the North
West forecast but substantially below the estimated national increase of 18%.
This translates into an additional 100,000 people in Lancashire. Lancaster
(13.8%) and Wyre (13.1%) will see the largest increases in population whilst
some localities in the east of the county will see either minimal increases,
such as Hyndburn (2%) or in the case of Burnley a population decline of
2.7%.
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1.2.11. As with the UK as a whole the Lancashire county area is faced with
demographic changes in the long-term that will see the working age
population grow at a much slower rate than the population of older people,
aged 65 years plus. Projections for the period up to 2033 show that the
county area will face the challenge of an ageing population without significant
growth in the numbers of younger residents, which will impact noticeably
upon the Lancashire economy.
1.2.12. There will be a reduction in the numbers of younger people from birth up to
24 years old, with in particular decreases of 8.1% in 15-19 year olds and
5.5% in 20-24 year olds. There are also forecast reductions in the ages
between 35 to 59. These reductions are not offset by projected increases in
other age groups and will mean a reduction in the overall resident working
age population. From 65 years onwards, there are some quite dramatic
increases in all older age groups, such as increases of 49% in 70-79 year
olds, 73% in 80-84 year olds and 120% in 85 to 89 year olds, vividly
demonstrating the future ageing of the Lancashire population. This will result
in an increase in the demand for certain public services in the longer-term.
Equality
1.2.13. Issues around equality were discussed in a policy background paper to the
LTP Strategy. This paper, which served to highlight the lack of data available
on many equality strands, is entitled 'Promote Equality of Opportunity'.
Unemployment
1.2.14. On the whole Lancashire has a relatively low unemployment rate, but this
overall picture masks significant levels of unemployment and economic
inactivity in the more deprived parts of Lancashire.
1.2.15. Worklessness is particularly acute in some localities, with over 110,000
Lancashire residents considered to be workless. Six out of the 12 county
authorities have rates in excess of the national average (14.7%) of population
claiming working age benefits, with Burnley recording rates of 21.9%,
Rossendale 21.8%, Hyndburn 19.9%, Pendle 17.7%, Preston 16.7% and
West Lancashire 15.2%.
1.2.16. At a more local level, there are wards in Burnley, Fylde, Hyndburn, Preston,
and West Lancashire which have working age claimant rates of more than
30%, twice the national average, with several other parts of the county
recording rates well above 20%.
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1.2.17. Lancashire has higher rates of 18 to 24 year olds on the claimant count than
national averages, with 32.7% compared to 29.5% nationally, although the
levels of claimants in the county since 2004 remain consistently similar. The
county performs relatively well in respect of longer-term JSA claimants, with
the percentage of people claiming for more than a year and up to 3 years at
10.3% in Lancashire, substantially below the 16.9% in the UK. Only 0.1% of
claimants are on the JSA claimant count for more than 3 years in Lancashire
compared to 0.9% nationally.
Education and Skills
1.2.18. Educational achievement in the Lancashire county area is mixed with some
areas performing well but others, particularly in east Lancashire, showing
results significantly below the national average. This is emphasised by the
starkly contrasting performance of Fylde and Burnley. In 2009/10 in Fylde
84% of pupils achieved at least 5 GCSE grade A*-C passes or equivalent in
any subject, the best performance in Lancashire and the 21st highest ranked
district in England. By contrast, Burnley had the lowest percentage in the
county at 57.3%, which is the second worst rate in the country and
significantly below the England average of 76.1%. Despite this position,
Burnley's performance has continually improved over recent years from a
low point of 42.6% in 2006/07.
1.2.19. Overall Lancashire's skills profile is broadly comparable to national averages
and slightly better than the regional position. In terms of higher level skills
there are 31.6% of Lancashire working age residents qualified to NVQ level
4 and above compared to 28.7% in the North West and 31.1% nationally.
Level 3 qualifications stand at 52.6% for Lancashire, with 49.6% in the
region and 50.7% nationally. The county has 69.9% residents qualified to
NVQ level 2, higher than the North West, with 66.8%, and England, with
67%. Overall Lancashire also compares more favourably in terms of
residents with no qualifications, with 10.8% in Lancashire, 12.1% regionally
and 11.3% nationally.
1.2.20. At a more local level there is a strongly contrasting skills picture. Some areas
have high skill levels, with Ribble Valley, Fylde, Lancaster and West
Lancashire showing over a third of all working age residents qualified to
NVQ4 or better, well above regional and national averages. Conversely, in
other parts of Lancashire, low or no skills is particular problem. There are
high proportions of working age residents in Burnley, Hyndburn, Pendle,
Preston, Rossendale and Wyre with no qualifications. Residents from
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Lancashire's deprived areas record low skills levels significantly above
national comparisons, with poor educational attainment and a lack of
qualifications directly linked to worklessness in these areas. The overall
higher skill levels in Lancaster and West Lancashire conceal low skill levels
within their more disadvantaged areas. In particular in West Lancashire there
are major disparities between levels of qualifications in Skelmersdale and
the rest of the borough.
1.2.21. Increasingly NVQ level 2 qualifications are considered a minimum
requirement for the workforce, as employers seek individuals with
employability skills. This presents a significant barrier to employment for a
substantial proportion of Lancashire residents with low or no skills.
1.2.22. A key issue for Lancashire's economy is an insufficient number of people
with higher level qualifications and too many low or unskilled individuals.
Employers will to a greater extent demand higher level qualifications as the
norm and more people with higher level skills are needed to support the shift
to a higher value economy and for Lancashire to compete economically.
Anti Social Behaviour
1.2.23. Between 1 April 2009 and 31 March 2010 Lancashire Constabulary received
140,956 complaints about anti‐social behaviour (97.1 per thousand residents).
A further 49,469 complaints were made to other organisations (local
authorities, transport links, registered social landlords and British Transport
Police). Anti‐social behaviour is visible to a broad spectrum of the populace
and is therefore high profile.
1.2.24. Complaints about anti‐social behaviour are highest in the urban areas of
Blackburn, Blackpool, Preston, Burnley and Lancaster and lowest in Ribble
Valley and Fylde. However, the perception that anti‐social behaviour is fairly or
very high is greater in the eastern part of the county (Burnley, Pendle and
Rossendale) than complaints would indicate. Anti‐social behaviour is much
more prevalent in areas of high social deprivation than in other areas. The
most deprived 20% of the county has more than six times the rate of
complaints about anti‐social behaviour than the least deprived 20% of the
county.
1.2.25. Lancashire Opinions on Policing (LOOP) Survey 2 found that the main
reasons for feeling unsafe in specific areas of the neighbourhood were
common across many areas and generally relate to groups of young people or
undesirable being present and poorly maintained areas which signal the
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likelihood of a threat (e.g. signs of neglect including vandalism, graffiti, poor
lighting, boarded up houses etc.).
1.2.26. Crime and disorder problems on public transport are a serious concern for
transport providers, service users and the community. A public transport
system where people can travel easier and safer is a key corporate priority for
Lancashire County Council and in Lancashire there is in excess of 62 million
bus passenger journeys made each year. There were nearly 15 million entries
and exits at railway stations in Lancashire, particularly in Preston which acts
as a major rail hub for the region. Crime and incidents on the railway system in
Lancashire has reduced by 18%, September 09 to August 10, compared to the
previous 12 months. Safer Travel Unit statistics show that there was a
reduction of 15% April 2009 to March 2010, when compared with the previous
period. Incidents on school buses fell by 5%. Incidents on public buses fell by
28%. However, there has been an increase in the second quarter of 2010
(July to September 2010) on public buses.
1.2.27. Crime and anti‐social behaviour on public transport discourages people from
using it and contributes to increased road usage. A Department for Transport
survey found that 11.5% more journeys would be made on public transport if
passengers felt they were more secure. This would equate to 7.13 million
additional bus journeys and 1.5million more railway station entry and exits in
Lancashire each year.
Attitude to the environment
1.2.28. One of the key challenges to sustainable transport and to mitigating climate
change is public attitude. Using MOSAIC Public Sector data, attitudes to the
environment can be investigated across Lancashire's districts. Figures 1 below
shows how attitude varies across the districts, whilst figures 2, 3 and 4 show
district rankings in each of three categories.
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Figure 1 - District comparison of 'green' attitudes (household level)
60.00%
50.00%
40.00%
30.00%
Green &
willing
20.00%
Ambivalent/u
nsure
10.00%
Disinterested
/don't care
0.00%
Figure2 - "Green and willing" environmental attitudes across the districts
(household level)
35%
33.12%
30%
30.89%
29.35% 30.03%
25%
23.27% 23.67% 23.99%
20%
15%
16.73% 17.29%
18.54%
19.81%
10%
5%
0%
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Figure 3 - "Ambivalent/unsure" environmental attitudes across the
districts
(household level)
50%
45%
45.65%
40%
35%
30%
32.77% 32.58% 32.58%
34.74%
36.59% 37.23%
41.63% 41.86%
39.22% 39.57% 40.84%
25%
20%
15%
10%
5%
0%
Figure 4: "Disinterested/don't care" environmental attitudes across the
districts
(household level)
60%
50%
40%
42.96% 43.43%
35.60% 37.15%
33.38% 34.70%
30%
20%
25.00% 25.02%
28.27%
10%
0%
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1.3. Health
1.3.1. The variations that exist in life chances in Lancashire can be measured by life
expectancy, health outcomes, and quality of life. Only four districts in
Lancashire have a higher life expectancy than the average for England –
Fylde, Ribble Valley, South Ribble and West Lancashire. Lancashire is
diverse and varied in terms of social issues facing the county, with large areas
experiencing social issues including poor health, deprivation, social exclusion,
low educational attainment, limited employment opportunities and poor
housing and neighbourhoods.
1.3.2. There are affluent districts that have pockets of deprivation, particularly in rural
locations, for example in Ribble Valley, where access to services can be
restricted. The relationship between the social issues and lower life
expectancy/poorer health is complex and is strongly correlated with measures
of socioeconomic status.
1.3.3. The health challenges facing the county are examined in detail in Lancashire's
Joint Strategic Needs Assessment (JSNA), which provides an overview of the
health status of the population. The key transport related health issues are:
o
o
o
o
o
Casualty rates particularly among children and vulnerable road users
Poor self-reported health and well-being
Increasing rates of obese and overweight residents in the population
Cardiovascular diseases
Diabetes
Road Safety
1.3.4. The number of people injured in road traffic collisions (RTCs) in Lancashire
has been decreasing year on year, mirroring the regional and national trend.
However, the rate per thousand population for Lancashire is still above both
the North West and England rates. Regrettably, 668 people were killed or
seriously injured (KSI) on our roads during 2010 as drivers, passengers,
pedestrians or cyclists. We recognise that accidents on our roads are a
tragedy for all involved. They also place burdens on emergency and health
services and have an economic impact on our communities. Many accidents
are avoidable and Lancashire's Road Safety Strategy 2011 - 2021 will deliver
actions that will reduce the number of accidents that occur in future.
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1.3.5. Headline facts include:
o West Lancashire, Lancaster and Preston had the highest number of KSIs
in 2009/10.
o Nearly one fifth of all RTCs in Lancashire involved a 16‐20 year old.
o The number of people killed or seriously injured on Lancashire's roads
has reduced from 929 in 2008/9 to 852 in 2009/10.
o There were 2% fewer accidents reported to the police and 19% fewer
casualties in this period.
1.3.6. RTCs resulted in Lancashire residents making 12,241 attendances at
Lancashire emergency departments in 2009/10. The JSNA Health Inequalities
report states that accidents are one of the top ten causes of reduced life
expectancy of both sexes in Lancashire. For road traffic collisions, the most
vulnerable age group are young adults.
1.3.7. Lancashire Opinions on Policing (LOOP) Survey 2, found that dangerous/
inconsiderate driving/speeding cars was one of the top three things that made
people feel unsafe. The Living in Lancashire panel was asked in June 2010
what the main problems in their local area are. 45% felt that speeding cars or
motorbikes was their main problem.
1.3.8. Significant progress has been made in tackling road safety issues over recent
years, with accident reduction rates that are better than the national average.
The progress made highlights what can be done and reinforces the belief that
we can go further in improving the safety of our highway network.
Self reported health and wellbeing
1.3.9. In Lancashire self perceived poor health is associated with deprivation, with
poor health more pronounced at the bottom of the social gradient. People
from the most deprived areas are at higher risk poor mental health and of
developing mental health problems, as are their children. They are twice as
likely to consult their GP for help with mental health; they are also more likely
to commit suicide, especially when they are young. Those in the most
deprived areas are 6 times more likely to experience extreme anxiety and
depression as those
1.3.10. Unemployment is associated with social exclusion, which has a number of
adverse effects, including reduced psychological wellbeing and a greater
incidence of self-harm, depression and anxiety. Conversely, employment has
beneficial effects on an individual’s mental health. In January 2011 there
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were 30,662 people in Lancashire claiming job seekers allowance. The
upcoming public sector cuts are likely to mean further increases in the
claimant count.
1.3.11. Poor housing is an aspect of deprivation associated with poor mental health.
Some indication of the quality of housing in the county is provided by its
value and its condition. A range of indicators highlight poor housing in the
East Lancashire districts of Burnley, Hyndburn, Pendle and Rossendale.
1.3.12. Poor educational attainment is associated with many poor health outcomes,
including mental illness and poor wellbeing. Although educational attainment
is higher in Lancashire than nationally, there is a strong social gradient with
fewer than 35% of those in the most deprived parts of Lancashire achieving
5+GCSEs compared to more than 75% in the least deprived parts.
1.3.13. Crime and fear of crime is a significant factor associated with poor mental
health outcomes. There is a significant inequality in crime levels, with those
in the most deprived areas in Lancashire many times more likely to be a
victim of crime than those in the least deprived areas.
Obesity
1.3.14. Estimates of obesity in Lancashire show a greater relationship to deprivation
than is the case nationally. The estimates suggest that obesity levels are
higher than the national pattern would predict. Only Rossendale and
Lancaster have lower estimates of adult obesity than deprivation levels would
suggest.
1.3.15. Obesity in childhood is linked to a range of diseases in adult life including
diabetes, coronary heart disease and depression. In Lancashire obesity and
underweight prevalence are highest in the most deprived parts of the subregion. However, there is a strong inverse relationship between deprivation
and childhood obesity as children in the most deprived areas are the least
likely to be overweight.
1.3.16. Analysis of the 2009-10 data shows that more than one in five (23%) of
reception year children were overweight or obese in Lancashire during
2009/10; in year six the rate was almost one in three (32%). Obese and
overweight prevalence is more common in year 6 than reception year in each
of the 12 districts, although the difference is not statistically significant in
Ribble Valley.
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1.3.17. Boys in Lancashire were significantly more likely than girls to be overweight
or obese in reception year (25% versus 22%) and year six (33% versus
31%). Reception age children are more likely to be overweight than obese
(14% versus 10%), whereas in year six this trend is reversed as obesity is
more prevalent than overweight (18% versus 14%). In reception year Asian
children were significantly less likely to be overweight than white children and
in year six they were significantly less likely to be obese than white children.
Coronary Heart Disease
1.3.18. Premature death from coronary heart disease occurs across Lancashire at
higher levels than for England as a whole, although some districts have lower
rates of premature death than would be expected. West Lancashire,
Lancaster and Preston are all relatively deprived areas but have relatively
low early deaths in comparison to other similar authorities. Rossendale and
the Ribble Valley appear to have some of the highest rates across England
out of the authorities experiencing similar levels of deprivation. In general,
those in deprived areas of the county are 6x more likely to die of coronary
heart disease than those elsewhere.
Diabetes
1.3.19. Diabetes mellitus is related to lifestyle but additional risk factors are inherent in the
population. South Asian populations are more likely to develop diabetes than other
groups. The links with deprivation are therefore complicated as BME communities
tend to live in areas of deprivation. Higher rates of death are expected in those
areas with larger BME communities. There is a strong social gradient to death from
diabetes with those in the most deprived areas many times more likely to die than
those living in less deprived areas.
1.3.20. There is a stronger association between deprivation and death from diabetes
in Lancashire than nationally; however, death rates were higher than
expected in Pendle, Chorley and Rossendale. They were lower than
expected in Lancaster and Burnley.
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1.4. Economy
The economic geography of Lancashire is complex with a number of relatively
interdependent and distinct economic footprints.
1.4.1. In the north of the county Lancaster's economy, employing over 51,000
people, has grown rapidly over recent years driven by service and knowledge
based industries. Key areas of Lancaster's economy are education, energy,
and health, with growth sectors in the low carbon economy, environmental
technologies, creative and digital industries, and tourism. The City of
Lancaster, as one of the county's most competitive locations, offers the
potential for investment and growth in higher value service sectors, with
Lancaster University, one of the UK's top universities, contributing significantly
to the local economy and knowledge based growth.
1.4.2. The area of Central Lancashire, comprising Chorley, Preston and South
Ribble, employs 174,000 people and is the most economically productive area
of Lancashire. It has a mixed economy with a diverse base, with strengths in
the knowledge and service economies, advanced manufacturing including the
nuclear and aerospace industries, plus a significant public sector. The area
has seen significant employment growth in the last few years, although this
has been primarily driven by growth in lower value service sectors. The City of
Preston provides a key focal point for value added growth, particularly in
higher value service sectors and the presence of UCLan (University of Central
Lancashire) in Preston offers a significant driver for knowledge based
economic growth.
1.4.3. West Lancashire employs over 41,000 people and has a relatively stable
economy which has seen significant employment growth over recent years.
With a large rural economy, accounting for 40% of all employment, it has
strengths in manufacturing and distribution, with Skelmersdale serving as a
regionally important distribution hub. Employment in West Lancashire is
concentrated in five main sectors, with distribution and retail, manufacturing,
health, business services and education accounting for 67% of all employee
jobs in the area. The area is the main home for Edge Hill University which
specialises in education, health, arts and science.
1.4.4. Lancaster, Central Lancashire and West Lancashire are all discrete economies
which collectively make up Mid Lancashire. The area's economic assets, with
a diverse business base, key growth sectors, several universities, excellent
strategic location and strong transport infrastructure, make Mid Lancashire one
of the main economic growth areas in the county.
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1.4.5. The Fylde Coast area is made up of Blackpool, Fylde and Wyre, with the latter
two districts employing over 73,000 people. The areas of Fylde and Wyre have
seen strong employment growth in the last Lancashire County Economic
Assessment 2011 6 decade, including service sector employment, and have
strengths in aerospace, nuclear fuel manufacturing, public sector employment
and coastal and rural tourism. There is potential for growth in advanced
manufacturing, the renewable and energy sectors as well as the visitor
economy.
1.4.6. East Lancashire consists of Burnley, Hyndburn, Pendle, Rossendale, Ribble
Valley and the unitary council of Blackburn with Darwen. The five county
districts employ over 136,000 people, with almost a quarter of all employment
in manufacturing. Advanced manufacturing and aerospace are key strengths
and are seen as important growth sectors for the future. However, much of
East Lancashire has been in economic decline for a sustained period of time
mainly due to the de-industrialisation of the economy and the resulting erosion
in its economic base. Despite this decline and areas of significant deprivation,
some parts are prosperous, with Ribble Valley in particular one of the most
affluent districts in Lancashire. East Lancashire has seen strong business
services growth in recent years although in lower value activities. Supporting
employment growth in higher value service sectors provides an opportunity,
with other parts of the service economy, including the visitor economy, offering
further potential for business and employment growth.
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Appendix 2: Habitat Regulations Screening Assessment
1. INTRODUCTION
Background
This report considers the likelihood of significant adverse effects on internationallyimportant wildlife sites within and around Lancashire. The wildlife sites in question
are known as European wildlife sites and are designated under the Habitats and
Birds Directives set by the European Commission.
The Habitats Directive and Birds Directive provide for the establishment of wildlife
protection areas across Europe. These areas are designated either as Special Areas
for Conservation (SAC) or as Special Protection Areas (SPA). Sites may also be
classified under the Ramsar convention. Collectively, these sites form the Natura
2000 network.
Development proposals with the potential to adversely affect these sites (either
directly or indirectly) are subject to preventative controls set out in the Conservation
of Habitats and Species Regulations 2010. These regulations seek to avoid
development in areas which are likely to cause harm to the conservation interests of
these sites or, where harm is unavoidable, to secure compensatory measures in
return. In the case of proposals which would have a significant adverse effect, there
must be an overriding public interest in the proposal.
Protection is also afforded to these areas from policies leading to development.
Plans and policies with the potential to adversely impact on the conservation
interests of European wildlife sites require screening to determine whether the plan
is likely to result in a significant adverse effect.
In accordance with The Conservation Natural Habitats, &c. (Amendment)
Regulations 2007 and European Communities (1992) Council Directive 92/43/EEC
on the conservation of natural habitats and of wild flora and fauna, the County
Council is required to undertake a screening exercise of the likely significant effects
of their plan, in this case the Local Transport Plan 2011-2021 Draft Implementation
Plan for 2011/12 – 13/14.
2. DESCRIPTION OF PLAN AND REVIEW OF HRA
Lancashire Local Transport Plan
Lancashire County Council is the transport authority for the whole of the County
(excluding Blackpool and Blackburn with Darwen) with responsibility for a network of
local roads, cycle lanes, bridges and traffic control infrastructure.
Local Transport Plans are statutory undertakings which describe the policies,
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objectives and measures that will be implemented by local transport authorities in
order to manage, maintain and improve the local transport network. The LTP is in
two parts:
• A Strategy for Lancashire covering a ten year period to 2021, containing
policies setting out clearly what we want to achieve and taking account of
challenges both within the County and in related areas outside.
• A rolling three year programme, updated annually in an Implementation Plan,
which includes details on the delivery of schemes. This Draft is the first three
year programme, covering the period 2011/12 – 2013/14.
This Draft Implementation Plan is required in order to provide greater certainty about
the schemes that will be implemented prior to 2014 and it is these schemes that
could result in direct development and have therefore been subject to the HRA.
The strategic nature of the policies within the Strategy for Lancashire means that it is
not considered meaningful or realistic to try to undertake a HRA assessment of the
policies themselves. Rather, it is the schemes within the Implementation Plan (which
the policies give rise to) that could result in direct development which potentially
adversely affects a Natura 2000 site. The schemes identified within the
Implementation Plan are presented on Map 1and in Appendix A.
It is intended to review the HRA on an annual basis as part of the Implementation
Plan update cycle.
Habitats Regulations Assessment Process
The regulations require an assessment to be undertaken of the 'likely significant
effects' of a plan or project on sites of international nature conservation importance.
The Draft Implementation Plan can only be approved where it has been satisfied that
there will be no adverse effect on the integrity of the international nature
conservation sites.
The Habitat Regulations Assessment is one of a number of tools that shapes the
policies and direction of the plan, including the Sustainability Appraisal, local
evidence base and national and regional policies and legislation.
Stage one of the Habitat Regulations Assessment process is to undertake a
screening exercise of the proposed project or plan to assess whether any likely
significant effects will arise as a result. In this case the policies and allocations
within the Draft Implementation Plan will be assessed.
Assessment of the significance of effects is undertaken by considering the schemes
arising from the policies in relation to the designated European and International
nature conservation sites and whether any likely significant effects would
compromise the condition of the site in an adverse way.
Where no likely significant effects are identified then there is no need for further work
at this stage. If significant effects are identified it may be necessary to undertake a
full Appropriate Assessment of those parts of the plan causing the effect .
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Natura 2000 Sites
Natura 2000 is the collective term for the various European designated sites that are
of exceptional importance due to the type of habitat and in particular their rare,
endangered or vulnerable state.
These sites include:
 Special Protection Areas (SPAs) designated under the EU 'Wild Bird's
Directive';
 Special Conservation Areas (SACs) designated under the EU 'Habitats
Directive' and Offshore Marine Sites (OMS);
 Ramsar Sites designated as wetland sites of international importance at the
Iranian International Wetlands Convention at Ramsar. Planning Policy
Statement 9 indicates that Ramsar sites should also be considered as part of
the Natura 2000 network (Para 6, PPS 9, 2005).
Methodology
The screening assessment will firstly identify and gather information on the
sensitivity and vulnerability of features of interest of Natura 2000 sites in Lancashire
and up to 15km beyond.
The LTP Draft Implementation Plan schemes and proposals are then subjected to a
three stage screening process.
1. The first will identify those schemes that will directly lead to some form of
Direct Development that may have a potential impact. If no Direct
Development will occur as a result of the scheme, or not within the timeframe
of the Implementation Plan, then the scheme can be screened out at this
stage. In Appendix A proposals identified as having "No direct development"
have been screened out at this stage.
2. If the scheme itself does, or could, lead to Direct Development then it will
need to undergo a second stage assessment, using the 'source-pathwaysreceptors' approach, to see if any of the potential impacts listed below are
likely or uncertain. If there are potential impacts then any pathways for the
potential impacts to reach a Natura 2000 site will be assessed. In Appendix A
proposals identified as having "No mechanism for a likely significant adverse
effect" or "No pathway of impact to reach Natura 2000 site" have been
screened out at this stage.
3. The third stage will consider schemes that could lead to significant impacts
and whether these can be avoided or mitigated. In some cases it may be that
the Implementation Plan scheme proposes a transport study where the
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outcomes (and likely impacts) are not currently known. In Appendix A these
will have specific recommendations.
Analysis of Potential Impacts and Pathways
In order to assess whether any likely significant effects will impact upon the Natura
2000 sites, as a result of the LTP Implementation Plan, or in combination with other
plans related to the Implementation Plan, it is necessary firstly to identify potential
impacts that could cause a likely significant effect on the habitats or species for
which a Natura 2000 site is identified.
The following direct and indirect impacts of development have been identified:





Damage and Disturbance to Habitats and Species– Physical damage to
habitats or disturbance of species for which a Natura 2000 site is identified.
Impacts may be long-term or short-lived eg during construction.
Hydrology – Changes in the site hydrology, such as altered drainage, heat,
surface run off, loss of permeable surfaces etc. that could adversely affect
habitats or the species dependent on them.
Water Quality – Changes in the quality of water composition in the river
catchment, as a result of development, that could adversely affect habitats or
the species dependent on them.
Air Quality – Changes in the composition or quality of air, as a result of
development, that could adversely affect habitats or the species dependent on
them.
Recreational/ Visitor Pressure – Disturbance to habitats and to species as a
result of significant increases in the number of people visiting Natura 2000
sites.
N.B. Impacts to habitats outside the site boundary, or disturbance to species
utilizing the site whilst they are outside the site boundary (eg feeding, moving
between roosting and feeding areas or on migration) may also adversely affect
the integrity of a Natura 2000 site. Also, impacts that could result in increased
ecological fragmentation and isolation of sites should be considered.
If any potential impacts are likely or uncertain, then the policies need to be assessed
against any potential pathways between the Natura 2000 sites and the potential
impacts (e.g. the potential impact could be 'water quality' and the pathways could be
the 'river network' and the site could be the 'Ribble and Alt Estuaries SPA and
Ramsar site'). Only where no pathways exist for the potential impacts to reach the
Natura 2000 sites can schemes be ruled out at this stage.
Potential pathways include:

Wind – An assessment of whether the potential impacts outlined above,
specifically air quality can reach the Natura 2000 sites via the prevailing wind.
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


River Network – As assessment of whether potential impacts, specifically
water quality, and hydrology are connected via the river network to the Natura
2000 sites.
Roads – Distance to Natura 2000 sites in relation to the road network and the
feasibility of air, noise and light pollution from increased traffic on the roads,
due to a higher population or greater accessibility across Lancashire.
Species movement – Distance between Lancashire and the Natura 2000
sites and the location of other important habitats within the boundary of the
plan such as Sites of Special Scientific Interest (SSSI), Biological Heritage
Sites and Local Nature Reserves.
If any schemes remain likely to have an effect on a Natura 2000 site and a pathway
connects the impact to the site then a further assessment will be required. This will
assess whether any avoidance measures (such as revised policy wording or
mitigation measures) can be used to negate the potential impact. All schemes where
the impacts can be neutralised by some form of avoidance or mitigation can then be
screened out. Any schemes left in will then need to be subject to a further
assessment.
Appendix A presents the full results of the assessment in tabular format. Appendix A
incorporates a traffic light system to highlight the screening process. All schemes
that are highlighted in 'green' in the Potential Impacts column conclusion in Appendix
A were screened out of this assessment at stage one as having no likely significant
effects. All policies that are highlighted in 'orange' were screened out in the second
stage. If any schemes are highlighted in 'red' this means that a significant likely effect
could potentially arise and measures have been put in place to ensure that the
potential impacts can be appropriately addressed.
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3. THE ASSESSMENT
Map 1 Scheme Overview
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Identification of Natura 2000 Sites
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25 Natura 2000 sites are located either wholly or partially within Lancashire or within
a 15km buffer of the plan area. These sites are identified in Table 1. Some Natura
2000 designations share or have overlapping boundaries.
Map 2 identifies the schemes in the Implementation Plan and shows their geographic
relationship to the Natura 2000 sites.
Appendix B provides details on these Natura 2000 sites including habitat and
species specifics and site vulnerabilities.
Table 1. Natura 2000 designations within 15km of the plan area
Site
Bowland Fells#
Calf Hill & Cragg
Woods#
Craven Limestone
Complex
Dee Estuary
Ingleborough Complex
Leighton Moss#
Liverpool Bay#
Malham Tarn
Manchester Mosses
Martin Mere#
Mersey Estuary
Morecambe Bay#
Morecambe Bay
Pavements#
North Pennine Dales
Meadows#
North Pennine Moors
Peak District Moors
Ribble & Alt Estuaries#
River Kent
Rochdale Canal
Roudsea Wood &
Mosses
Sefton Coast
Shell Flat and Lune
Deep
South Pennine Moors #
Witherslack Mosses
Yewbarrow Woods
#
SAC
SPA
*
Ramsar site
Marine SPA
Marine SAC
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
Sites located wholly or partially within Lancashire
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Map 2: Site Allocations and Natura 2000 Sites Overview
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Assessment of Likely Significant Impacts
Appendix A gives the results of the screening process.
Only three schemes were identified as having potential adverse effects upon Natura
2000 sites. Table 2 identifies these schemes and considers what avoidance and
mitigation measures would be sufficient to ensure that no likely significant effects on
the Natura 2000 sites could occur.
Table 2. Summary of schemes with potential impacts
Policy
Scheme
Natura 2000
site(s)
Potentially
Affected
Potential Impact(s)
Conclusion/Mitigation
FY1
Blackpool
Airport
Surface
Access
Strategy
Ribble & Alt
Estuaries SPA
and Ramsar site
The Strategy area is
adjacent to a SPA/
Ramsar site.
The Study itself will have no
impacts. However, it could
potentially give rise to proposals that
could adversely affect a Natura 2000
site.
LA1
Heysham/M
6 Link
There is potential for
proposals identified
during the development
of the Strategy to have
adverse impacts
particularly on feeding
and roosting areas and
flyways associated with
the Natura 2000 site
identified.
Morecambe Bay
SPA/SAC
Bowland Fells
SPA
Calf Hill &
Cragg Woods
SAC
The scheme is within
4km of three SPA/SAC.
There is potential for the
development of a revised
scheme to have adverse
impacts particularly on
feeding and roosting
areas and flyways
associated with
Morecambe Bay and
Bowland Fells.
Bryophytes are an
important component of
Upland Oak Woodland
and Blanket Bog habitats
and can be adversely
affected by poor air
quality.
WL3
Green Lane
Link,
Ribble & Alt
Estuaries and
The proposed scheme
lies between, and within
97
The Implementation Plan HRA
cannot reasonably assess the
potential impacts of a strategy on
Natura 2000 sites before the strategy
has, itself, been produced.
The need for a HRA for any
proposals arising should therefore be
considered as part of the Strategy
development process.
A scheme has a current valid
planning permission however this
will be subject to revisions and
submitted to the Infrastructure
Planning Commission.
The Heysham M6 project team are
currently in detailed discussions
with Natural England in respect of
the need for an appropriate
assessment for the revised scheme.
Should it be deemed that an
appropriate assessment is required
then this will be carried out, and the
proposals modified appropriately,
prior to the submission of the
scheme to the Infrastructure
Planning Commission.
Only initial project design and
development occurs within the
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Policy
Scheme
Natura 2000
site(s)
Potentially
Affected
Potential Impact(s)
Conclusion/Mitigation
Tarleton
Martin Mere
SPA/Ramsar
sites
4km, of two
SPA/Ramsar sites.
timescale of this Implementation
Plan. A HRA for the scheme will be
undertaken as part of this process.
There is potential for the
scheme to have adverse
impacts particularly on
feeding and roosting
areas and flyways
associated with the
Natura 2000 sites
identified.
Of the three schemes two (FY1 and WL3) were identified as requiring specific
measures to mitigate any potential impacts on Natura 2000 sites and one (LA1) is
the subject to on-going discussions between Lancashire County Council and Natural
England.
With regards to future screening/HRAs for the specific proposals arising from schemes FY1
and WL3, which could potentially include proposals that adversely affect a Natura 2000 site,
it is recommended to utilise the following additional information:
• details of sites and areas for proposed for development, together with information on
operational impacts (where feasible) (e.g. timing of operations, noise, visual
disturbance, dust and traffic).
• information on potential pathways will be assembled (including river corridors, known
feeding/roosting areas, flyways and known networks of existing habitats) as necessary
for the location of development sites/areas being assessed.
• for proposals outside of designated sites, the assessments will identify whether the area
(including adjoining land) is used by species protected under the Regulations (e.g.
using existing habitat surveys, species records, and specialist advice).
• conservation objectives of wildlife sites which might be affected to be compiled from
relevant citation reports.
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Relationship with other Plans and Programmes
An assessment was made of the potential for schemes within the Implementation Plan to
result in adverse impacts on a Natura 2000 site, in combination with proposals being put
forward by other plans within the LTP area.
The assessment of 'in combination' impacts is hindered by the lack of an available HRA for
many LDFs in the Lancashire subregion:
Authority
Lancaster City Council
Ribble Valley Borough
Council
Wyre Borough Council
Blackpool Borough Council
Fylde Borough Council
Preston/Chorley/South
Ribble
West Lancashire Borough
Council
Blackburn with Darwen
Hyndburn Borough Council
Burnley Borough Council
Pendle Borough Council
Rossendale Borough Council
Available
LDF HRA
No
No
No
No
No
Yes
No
Yes
Yes
No
No
Yes
Three additional schemes are identified as having the potential for in combination impacts
upon Natura 2000 sites. These are, by and large, improvements to the highways infrastructure
associated with development land identified in emerging Local Development Frameworks.
Table 3 highlights the schemes identified and considers what avoidance and
mitigation measures would be sufficient to ensure that no likely significant effects on
the Natura 2000 sites could occur.
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Table 3 Summary of schemes with potential 'in combination' impacts.
LTP
Policy
Scheme
Natura
2000 site(s)
Potential Impact(s)
Associated
Plan
Mitigation/ Conclusion
MA3
Todmorden
Curve
South
Pennine
Moors SPA/
SAC
The proposal lies in an urban area within
1.5km of the SPA/ SAC boundary.
West Yorkshire
Local Transport
Plan
Screened Out.
This proposal will not result in any direct development
within the Lancashire LTP area The LTP recognises the
benefits of, and supports, work to be undertaken by Network
Rail in a neighbouring LTP area.
NETWORK Rail has completed an ecology and asset
condition survey at the site of the Tordmorden Curve and
have found no issues of major concern.
SR1
Cuerden
Strategic Site
Bowland
Fells SPA.
Ribble and
Alt Estuaries
SPA/
Ramsar
There is a small potential that, in combination,
development proposed in Cuerden Strategic
Site could negatively impact upon:
1). the air quality composition, with a wind
pathway directed towards the Bowland Fells
SPA. Given the level of development
anticipated at this location and the fact that
any development will be phased it is highly
unlikely that any adverse impacts will be
detected at the Bowland Fells SPA.
2). Water Quality – water quality could be
affected through increased number of
employment premises and associated highway
infrastructure having an impact of surface runoff entering the river network and potentially
affecting the chemical and biological quality
of the water.
3). Hydrology - additional take up of land and
less surface run off areas/ permeable surfaces
could potentially impact on Natura 2000 sites
if pathways exist from the development areas
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Central
Lancashire LDF
Core Strategy
Screened Out.
The HRA for the Central Lancashire LDF Core Strategy
identifies how, given the overall policy context of the LDF,
any potential impacts associated with the development of the
Strategic Site at Cuerden are addressed and mitigated by the
policy framework established by the LDF Core Strategy.
The policy framework in the LTP seeks to 'Provide safe,
convenient and affordable transport alternatives to the car'
and 'Reduce carbon emissions and its effects'. Schemes to
implement these objectives (such as improvements to the
A6/A582 roundabout (SR2) and improvements to public
Transport (this policy)). will also contribute to the offsetting of any potential in combination air quality impacts at
Cuerden,
Conclusion: Small scale highway improvements with
marginal land-take or impacts on traffic related pollution in
Policy PR4 are unlikely to add significantly to the potential
impacts already identified and addressed by the HRA of
Policy 9 of the Central Lancashire LDF Core Strategy.
Public transport improvements within LTP SR1 will help
reduce any potential impacts of the Cuerden development
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LTP
Policy
Scheme
Natura
2000 site(s)
Associated
Plan
Potential Impact(s)
ameliorating the potential adverse impacts on air quality of
the Cuerden development.
to the Natura 2000 sites.
PR3
Cottam
Bowland
Fells SPA.
Ribble and
Alt Estuaries
SPA/
Ramsar site.
Mitigation/ Conclusion
There is a small potential that, in combination,
development proposed in North Preston
around the Cottam Strategic Location could
negatively impact upon:
1). the air quality composition, with a wind
pathway directed towards the Bowland Fells
SPA. Given the level of development
anticipated at this location and the fact that
any development will be phased it is highly
unlikely that any adverse impacts will be
detected at the Bowland Fells SPA.
2). Water Quality – water quality could be
affected through increased population and
associated highway infrastructure i.e. having
an impact on the sewer network and/ or could
influence the quality of surface run off
entering the river network and potentially
affecting the chemical and biological quality
of the water.
3). Hydrology – changes in the hydrological
cycle may be affected if development is
permitted on or near to high flood risk areas or
fewer permeable surfaces are available due to
development.
101
Central
Lancashire LDF
Core Strategy
Screened Out.
The HRA for the Central Lancashire LDF Core Strategy
identifies how, given the overall policy context of the LDF,
any potential impacts associated with the development of the
Strategic Location at Cottam are addressed and mitigated by
the overall policy framework established by the Core
Strategy.
The policy framework in the LTP seeks to 'Provide safe,
convenient and affordable transport alternatives to the car'
and 'Reduce carbon emissions and its effects'. Schemes to
implement these objectives will also contribute to the offsetting of any potential in combination air quality impacts at
Cottam.
Conclusion: Small scale highway improvements with
marginal land-take or impacts on traffic related pollution in
Policy PR3 are unlikely to add significantly to the potential
impacts already identified and addressed by the HRA of
Policy 1 of the Central Lancashire LDF Core Strategy.
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4. CONCLUSION
The Lancashire LTP Implementation Plan 2011/12 – 13/14 has undergone a Habitat
Regulations Screening Assessment (HRA) in line with the guidance and legislation.
This report documents a comprehensive and logical account of this screening
process.
The majority of schemes were considered to be small in scale and located far
enough away from, and with no identifiable pathways to, Natura 2000 sites that they
were unlikely to lead to any significant impacts.
There were a number of schemes located outside a European site but which could
be subject to a potential pathway such as a river or windblown pollution. This was
due to the site's location or the particular characteristics of the protected site. These
have been identified but were ultimately not considered to have any significant
impact given other legislative controls and/or the distances between the source and
receptor.
As a result of the screening process three scheme proposals were identified as
potentially having a significant effect on Natura 2000 sites. These three scheme
proposals were subsequently assessed in more detail and it was concluded that
appropriate mechanisms can be built into the design phase of these schemes which
would enable any impacts on Natura 2000 Sites to be identified and satisfactorily
mitigated against. Plans for one of these schemes, the Heysham/M6 Link, are well
advanced and are the subject of detailed project-level discussions between Natural
England and Lancashire County Council. A plan-level HRA of this scheme would
provide no additional benefits.
An additional three schemes were considered to have the potential to give rise to 'in
combination' effects arising from proposals being put forward by other plans within the LTP
area. An assessment of these schemes concluded that additional 'in combination' effects were
small unlikely to add significantly to the potential impacts already identified and addressed
by the overall policy objectives and framework established by the development plans.
This HRA report finds the Lancashire LTP Implementation Plan 2011/12 – 13/14 to have no
likely significant effects on the identified Natura 2000 sites and it was not deemed
necessary to carry out an 'appropriate assessment' at this stage.
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APPENDIX A. Habitats Regulations Screening Results
Lancashire Local Transport Plan 2011-2021 - A Draft Implementation Plan for 2011/12 – 13/14
Scheme
District
Proposal Summary
Potential Impacts
BU1 - Burnley
Manchester Road
Railway Station
Burnley
BU2 - Manchester
Road/Finsley Gate Junct
Pedestrian Facilities
Burnley
BU3 - Manchester
Road/Trafalgar Street
Junct Toucan
Burnley
CH1 - Buckshaw Railway
Station
Chorley
Improvements to Manchester Road
Railway Station (BU1) will provide better
facilities for Burnley residents, making it
easier for them to access education,
training and employment opportunities
in Blackburn, Preston and Leeds, and
also potentially to Manchester via a reinstated Todmorden Curve.
Links between the railway station and
town centre will also be improved by the
addition of pedestrian facilities to the
Manchester Road/Finsley Gate/Queen's
Lancashire Way signal junction (BU2).
Links between the railway station and
town centre will also be improved by the
provision of a signalled pedestrian/cycle
crossing on Trafalgar Street (BU3)
A key aspect of public transport
provision for Buckshaw Village is the
construction of the new railway station
on the Manchester-Preston line (CH1),
funded by developer contributions. This
is due to be completed in Autumn of
2011 and will include a park and ride
facility with capacity for around 200
cars.
Screening
Option
Justification/ Mitigation
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
No mechanism
for a likely
significant
adverse effect.
Scheme
completed
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
Screened
out
Scheme completed
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Natura2000 Site/
Path
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Scheme
District
Proposal Summary
Potential Impacts
CH2 - A6 Bolton Rd/
A5106 Wigan Lane
Junction Improvements
Chorley
No mechanism
for a likely
significant
adverse effect.
FY1 - Blackpool Airport
Surface Access Strategy
Fylde
Improvements to the junction between
A6 Bolton Road and A5106 Wigan Lane
(CH2) are predicted to save an average
of 2 personal injury accidents per year.
The scheme will also provide better
pedestrian links across the A6 and
reducing delays to drivers.
There is clearly potential for Blackpool
Airport to expand its services but these
need to be tied in with a Surface Access
Strategy for future development. We
will work with Blackpool Council, Fylde
Borough Council and rail, bus and
airport operators to develop a Surface
Access Strategy for Blackpool Airport
(FY1). This will include a review of
potential improvements to rail and bus
links serving the airport and
neighbouring towns.
HY1 - Accrington Railway
Station
Hyndburn
The Pennine Reach scheme will improve
public transport along the AccringtonBlackburn-Darwen corridor and link with
east-west and north-south rail lines. The
proposals include major improvements
to bus interchanges in Accrington and
Great Harwood, the former providing
interchange facilities with the recently
refurbished railway station in Accrington
(HY1).
Scheme
completed
Potential impacts
on feeding and
roosting areas
and flyway.
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Natura2000 Site/
Path
The study area is
adjacent to the
Ribble & Alt
Estuaries
SPA/Ramsar site.
Pathways: air
quality; water
quality;
disturbance
Screening
Option
Justification/ Mitigation
Screened
out
Small scale improvement with
marginal land-take or impacts on
traffic related pollution.
Screened
out
The Study itself will have no impacts.
However, it could potentially give rise
to proposals that could adversely
affect a Natura 2000 site. The
Implementation Plan HRA cannot
reasonably assess the potential
impacts of a strategy on Natura 2000
sites before the strategy has, itself,
been produced. Mitigation: The need
for a HRA for any proposals arising
should therefore be considered as part
of the Strategy development process.
Screened
out
Scheme completed
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Environmental Report Addendum
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Scheme
District
Proposal Summary
Potential Impacts
HY2 - Pennine Reach
Hyndburn
HY3 - Gt
Harwood/Clayton-leMoors/Accrington Cycle
Route
Hyndburn
In conjunction with Blackburn with
Darwen Borough Council, the County
Council is progressing a major local
transport scheme bid known as Pennine
Reach (HY2). If the 'best and final offer'
stage of the project is successful, further
development will be needed to gain Full
Approval.
On a smaller scale, creating a cycle path
between Church and Clayton-le-Moors
(HY3) will provide a mainly off road
route linking residential areas, schools,
local employment and training
opportunities. This project will extend
the British Waterways scheme, to
improve the surface of the towpath
south of Clayton-le-Moors, to Church
Kirk and provide access points to it. This
links with an existing cycle path from
Church to Rishton and to an improved
section of the towpath at Clayton and
Church.
Screening
Option
Justification/ Mitigation
No direct
development.
Screened
out
No direct development.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement.
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Natura2000 Site/
Path
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Scheme
District
Proposal Summary
Potential Impacts
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
LA1 - Heysham/M6 Link
Lancaster
The County Council's capital programme
over this period is dominated by its
contribution of £9.3 million to the
construction of the Heysham M6 Link
road (LA1). Completion of this link will
connect the Morecambe /Heysham
peninsula to the national motorway
network, supporting Heysham Port and
wider prospects for industrial and
commercial regeneration, including the
decommissioning and potential new
build for the nuclear power industry. It
will also improve the inter-urban road
network, relieve the city centre and
River Lune bridges and open up
opportunities for enhancing sustainable
travel modes.
Potential impacts
are currently the
subject of
detailled project
level discussions
with Natural
England.
Possible adverse
impact. The
proposal is within
4km of three
SPA/SAC:
Morecambe Bay
SPA/SAC
Bowland Fells SPA
Calf Hill & Cragg
Woods SAC.
Pathways: air
quality; water
quality;
disturbance
Screened
out
A scheme has a current valid planning
permission however this will be
subject to revisions to be submitted to
the Infrastructure Planning
Commission. The Heysham M6 project
team are currently in detailed
discussions with Natural England in
respect of the need for an appropriate
assessment for the revised scheme.
Mitigation: Should it be deemed that
an appropriate assessment is required
then this will be carried out prior to
the submission of the scheme to the
Infrastructure Planning Commission.
Any assessment will enable potential
adverse effects to be identified and
appropriately mitigated.
LA2 - Heysham to M6
Link Road
Complementary
Measures: A6 Stonewell
Puffin to Toucan
Lancaster
The opening of the new link road (LA1)
at the end of 2015 will present
opportunities to improve air quality and
public realm and make better use of
existing road space in and around the
city centre and neighbouring towns. A
number of complementary measures
have been identified that are capable of
providing significant benefits even
before the opening of the link road
(LA2).
No mechanism
for a likely
significant
adverse effect.
Screened
out
Minor changes to existing road
crossing. Small scale improvement
within highway boundary. No
mechanism for a significant adverse
effect.
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Scheme
District
Proposal Summary
Potential Impacts
LA2 - Heysham to M6
Link Road
Complementary
Measures: Morecambe
Road/Scale Hall Road
traffic signals
Lancaster
LA2 - Heysham to M6
Link Road
Complementary
Measures: Owen
Road/Torrisholme Road
traffic signals upgrade
Lancaster
LA3 - A6 University
Transport Corridor Study,
Lancaster
Lancaster
The opening of the new link road (LA1)
at the end of 2015 will present
opportunities to improve air quality and
public realm and make better use of
existing road space in and around the
city centre and neighbouring towns. A
number of complementary measures
have been identified that are capable of
providing significant benefits even
before the opening of the link road
(LA2).
The opening of the new link road (LA1)
at the end of 2015 will present
opportunities to improve air quality and
public realm and make better use of
existing road space in and around the
city centre and neighbouring towns. A
number of complementary measures
have been identified that are capable of
providing significant benefits even
before the opening of the link road
(LA2).
Ongoing traffic congestion along the
southern corridor between the city and
Junction 33 of the M6 through Galgate,
which suffers severe peak hour
congestion and poor air quality, is seen
to be acting as a barrier to developing
the strategic employment site at Bailrigg
(Lancaster Science Park). An A6
University Corridor Study (Lancaster) will
identify, and recommend solutions to
Screening
Option
Justification/ Mitigation
No mechanism
for a likely
significant
adverse effect.
Screened
out
Minor changes to existing traffic
control. Small scale improvement
within dense urban area. No
mechanism for a likely significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Minor changes to existing traffic
control. Small scale improvement
within dense urban area. No
mechanism for a likely significant
adverse effect.
No direct
development.
Screened
out
No direct development.
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Path
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Scheme
District
LA4 - Chapel Street Cycle
Lane Improvement
Lancaster
LA4 - Pointer
Roundabout Pedestrian
& cycle Facilities
Lancaster
MA1 - M55 to Fleetwood
Corridor Study
Wyre, Fylde
MA2 - Central Lancashire
Transport Model
Preston,
South Ribble,
Chorley
Proposal Summary
address, traffic and accessibility
problems afflicting this key transport
corridor (LA3).
There are also two projects which will
improve cycling and pedestrian access to
education, employment and health
services and improve road safety (LA4).
There are also two projects which will
improve cycling and pedestrian access to
education, employment and health
services and improve road safety (LA4).
Fleetwood's connection to the
motorway network is via the A585 trunk
road which suffers peak hour
congestion. In order to have a better
understanding of the current situation,
the whole issue of connectivity of the
Fleetwood peninsula, including the
strategic employment site at Thornton
Hillhouse, will be examined in the M55
to Fleetwood Corridor Study (MA1).
In order to make more informed
decisions about the location and scale of
proposed developments around
Preston, South Ribble and Chorley a
Central Lancashire Traffic Model is being
developed. This will enable the effect of
proposed developments on the road
network to be better estimated and
potential solutions investigated.
Potential Impacts
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No direct
development.
No direct
development.
108
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
Screened
out
No direct development. The need for a
HRA for any proposals arising will be
addressed as part of the study.
No direct development.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
MA3 - Todmorden Curve
Burnley
No direct
development.
South Pennine
Moors SPA/ SAC
Screened
out
This proposal will not result in any
direct development within the
Lancashire LTP area The LTP recognises
the benefits of, and supports, work to
be undertaken by Network Rail in a
neighbouring LTP area. Conclusion:
NETWORK Rail has completed an
ecology and asset condition survey at
the site of the Tordmorden Curve and
have found no issues of major
concern. In combination Plan: West
Yorkshire Local Transport Plan
MA4 - Nelson to
Rawtenstall Bus Route
Pendle,
Burnley,
Rossendale
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
MA5 - Urban Traffic
Management & Control
System Upgrade
Lancaster,
Preston,
South Ribble,
West
Lancashire,
Also within the first three years there is
the financial commitment to fund
ongoing preliminary investigations into
re-instatement of the Todmorden Curve
(MA3). This is the main priority for
Burnley Borough Council and Lancashire
County Council's key rail priority. Its
completion will allow direct rail services
from Burnley into Manchester with
expected journey times of 40 minutes,
significantly improving the connectivity
of Burnley and Pennine Lancashire with
the employment, education and training
opportunities in Manchester.
Extending beyond Burnley's boundaries
there will be improvements made to the
Nelson-Rawtenstall section of the
Nelson-Manchester (X43) Bus Corridor
to improve bus journey times and
reliability (MA4). This will improve public
transport links between the town
centres and extend opportunities for
people to access employment,
education and training. Making public
transport a more viable option for
commuting will also encourage modal
shift to ease congestion.
Accrington will benefit from an upgrade
to the Urban Traffic Management &
Control (UTMC) system which controls
the co-ordination of traffic signals in
some urban centres in Lancashire
No direct
development.
Screened
out
No direct development.
109
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Hyndburn,
Burnley
(MA5). The present system, which
transmits data between the control
centre and various outstations, will need
replacing in 2018. This project will
upgrade the present software system
used to operate UTMC
The issue of rail services connecting
Pennine Lancashire and Ribble Valley
with Preston and the Fylde Coast,
including Blackpool Airport, will be
considered by a Rail Corridor Scoping
Study looking at east-west connections
from Blackpool South to
Colne/Clitheroe. This will assess levels of
service, highlight areas for improvement
and outline possible solutions (MA6).
To the south, improvements to the
Preston-Chorley bus corridor will
improve bus journey times and
reliability, making public transport a
more viable option for commuting
(MA7). This increases the options for
people to access employment,
education and training and encourages
modal shift to ease congestion.
As an early priority, work with local bus
operators to extend bus services in the
town, through the County Council's
'Routes into Work' initiative (MA8),
which will enable services to link local
communities directly into the town's
employment areas. This will include a
MA6 - Blackpool South to
Colne/Clitheroe Rail
Corridor Scoping Study
Fylde,
Preston,
South Ribble,
Hyndburn,
Burnley,
Pendle, Ribble
Valley
MA7 - Preston to Chorley
Bus Corridor
Preston,
South Ribble,
Chorley
MA8 - Routes into Work
(physical infrastructure)
West
Lancashire,
Burnley
Potential Impacts
Screening
Option
Justification/ Mitigation
No direct
development.
Screened
out
No directy development.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
No direct
development.
Screened
out
No directy development.
110
Natura2000 Site/
Path
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
review of public transport connectivity
for key employment areas, including
Burnley Bridge, one of the county's
strategic employment sites, to ensure
job opportunities and services are
accessible to all.
MA9 - Bus Stop
Compliance
All
MA10 - Brierfield,
Reedley and Lanehead Burnley
Burnley
20 MPH Zone.
MA10 - Brownside
Burnley
20 MPH Zone.
MA10 - Brunshaw E
Burnley
20 MPH Zone.
MA10 - Burnley Lane
Extended
Burnley
20 MPH Zone.
MA10 - Burnleywood
Extended
Burnley
20 MPH Zone.
MA10 Fulledge/Brunshaw
Burnley
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
111
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Hapton
Burnley
20 MPH Zone.
MA10 - North West
Burnley
Burnley
20 MPH Zone.
MA10 - Padiham
Burnley
20 MPH Zone.
MA10 - Padiham E
Burnley
20 MPH Zone.
MA10 - Rose Grove
Burnley
20 MPH Zone.
MA10 - Stoneyholme
Extended
Burnley
20 MPH Zone.
MA10 - Town Centre
Burnley
20 MPH Zone.
MA10 - Turf Moor
Burnley
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
112
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Whittlefield
Extended
Burnley
20 MPH Zone.
MA10 - Worsthorne
Burnley
20 MPH Zone.
MA10 - Clayton Le
Woods West 1
Chorley
20 MPH Zone.
MA10 - Adlington 1
Chorley
20 MPH Zone.
MA10 - Adlington 2
Chorley
20 MPH Zone.
MA10 - Adlington 3
Chorley
20 MPH Zone.
MA10 - Brinscall
Chorley
20 MPH Zone.
MA10 - Buckshaw Village
Chorley
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
113
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Charnock Richard
Chorley
20 MPH Zone.
MA10 - Chorley 1
Chorley
20 MPH Zone.
MA10 - Chorley 2
Chorley
20 MPH Zone.
MA10 - Chorley 3
Chorley
20 MPH Zone.
MA10 - Chorley 4
Chorley
20 MPH Zone.
MA10 - Chorley 5
Chorley
20 MPH Zone.
MA10 - Chorley 6
Chorley
20 MPH Zone.
MA10 - Chorley 7
Chorley
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
114
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Chorley 8
Chorley
20 MPH Zone.
MA10 - Chorley 9
Chorley
20 MPH Zone.
MA10 - Clayton Brook
Chorley
20 MPH Zone.
MA10 - Clayton Green
Chorley
20 MPH Zone.
MA10 - Clayton Le
Woods Extended East
Chorley
20 MPH Zone.
MA10 - Clayton Le
Woods West 2
Chorley
20 MPH Zone.
MA10 - Coppul North
Chorley
20 MPH Zone.
MA10 - Coppull South
Chorley
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
115
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Croston (Out
Lane)
Chorley
20 MPH Zone.
MA10 - Eccleston East 1
Chorley
20 MPH Zone.
MA10 - Eccleston East 2
Chorley
20 MPH Zone.
MA10 - Euxton 1
Chorley
20 MPH Zone.
MA10 - Euxton 2
Chorley
20 MPH Zone.
MA10 - Euxton 3
Chorley
20 MPH Zone.
MA10 - Euxton 4
Chorley
20 MPH Zone.
MA10 - Euxton 5
Chorley
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
116
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Euxton 6
Chorley
20 MPH Zone.
MA10 - Great Knowley
Chorley
20 MPH Zone.
MA10 - Knowley
Chorley
20 MPH Zone.
MA10 - Mawdsley
Chorley
20 MPH Zone.
MA10 - Whittle Le
Woods Extended East
Chorley
20 MPH Zone.
MA10 - Whittle Le
Woods Extended West
Chorley
20 MPH Zone.
MA10 - Withnell
Chorley
20 MPH Zone.
MA10 - Clifton
Fylde
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
117
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Freckleton
Fylde
20 MPH Zone.
MA10 - Fylde Coastal
Strip
Fylde
20 MPH Zone.
MA10 - Heyhouses
Fylde
20 MPH Zone.
MA10 - Kirkham
Fylde
20 MPH Zone.
MA10 - Lytham Moss
Fylde
20 MPH Zone.
MA10 - Lytham North
Fylde
20 MPH Zone.
MA10 - Lytham South
Fylde
20 MPH Zone.
MA10 - Newton with
Scales
Fylde
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
118
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Normoss North
(Blackpool, Wyre and
Fylde)
Fylde
20 MPH Zone.
MA10 - Normoss South
(Blackpool, Wyre and
Fylde)
Fylde
20 MPH Zone.
MA10 - Saltcotes 1
Fylde
20 MPH Zone.
MA10 - St Annes and
Andsell
Fylde
20 MPH Zone.
MA10 - St Annes North
West
Fylde
20 MPH Zone.
MA10 - Staining
Fylde
20 MPH Zone.
MA10 - Warton 1
Fylde
20 MPH Zone.
MA10 - Warton 2
Fylde
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
119
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Warton 3
Fylde
20 MPH Zone.
MA10 - Wrea Green
Fylde
20 MPH Zone.
MA10 - Church
Hyndburn
20 MPH Zone.
MA10 - Clayton Le Moors
Hyndburn
20 MPH Zone.
MA10 - Great Harwood 1
Hyndburn
20 MPH Zone.
MA10 - Great Harwood 2
Hyndburn
20 MPH Zone.
MA10 - Huncoat 1
Hyndburn
20 MPH Zone.
MA10 - Huncoat 2
Hyndburn
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
120
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Knuzden
Hyndburn
20 MPH Zone.
MA10 - Laneside
Hyndburn
20 MPH Zone.
MA10 - Milnshaw
Hyndburn
20 MPH Zone.
MA10 - Rishton 1
Hyndburn
20 MPH Zone.
MA10 - Rishton 2
Hyndburn
20 MPH Zone.
MA10 - Rishton 3
Hyndburn
20 MPH Zone.
MA10 - Rishton 4
Hyndburn
20 MPH Zone.
MA10 - Sefton Farm
Hyndburn
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
121
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - South Accrington
and Oswaldtwistle
Hyndburn
20 MPH Zone.
MA10 - Southwood Drive
Hyndburn
20 MPH Zone.
MA10 - Waterloo
Hyndburn
20 MPH Zone.
MA10 - Lancaster 3a
Lancaster
20 MPH Zone.
MA10 - Saltcotes 3
Lancaster
20 MPH Zone.
MA10 Bare/Torrisholme/Scale
Hall
Lancaster
20 MPH Zone.
MA10 - Bolton Le Sands
East
Lancaster
20 MPH Zone.
MA10 - Bolton Le Sands
West
Lancaster
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
122
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Carnforth East
Lancaster
20 MPH Zone.
MA10 - Carnforth West
Lancaster
20 MPH Zone.
MA10 - Caton
Lancaster
20 MPH Zone.
MA10 - East Lancaster
Lancaster
20 MPH Zone.
MA10 - Galgate East
Lancaster
20 MPH Zone.
MA10 - Galgate West
Lancaster
20 MPH Zone.
MA10 - Halton
Lancaster
20 MPH Zone.
MA10 - Heysham Coastal
Fringe
Lancaster
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
123
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Higher Heysham
Lancaster
20 MPH Zone.
MA10 - Hornby East
Lancaster
20 MPH Zone.
MA10 - Hornby West
Lancaster
20 MPH Zone.
MA10 - Lancaster 1
Lancaster
20 MPH Zone.
MA10 - Lancaster 2
Lancaster
20 MPH Zone.
MA10 - Lancaster 3
Lancaster
20 MPH Zone.
MA10 - Middleton
Lancaster
20 MPH Zone.
MA10 Morecambe/Heysham
South of West End
Lancaster
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
124
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Overton
Lancaster
20 MPH Zone.
MA10 - Silverdale
Lancaster
20 MPH Zone.
MA10 - Slyne
Lancaster
20 MPH Zone.
MA10 - The Greaves Area
Lancaster
20 MPH Zone.
MA10 - Warton
Lancaster
20 MPH Zone.
MA10 - Higherford
Pendle
20 MPH Zone.
MA10 - Barnoldswick 1
Pendle
20 MPH Zone.
MA10 - Barnoldswick 2
Pendle
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
125
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Barrowford
Pendle
20 MPH Zone.
MA10 - Carr Hall 1
Pendle
20 MPH Zone.
MA10 - Carr Hall 2
Pendle
20 MPH Zone.
MA10 - Carr Hall 3
Pendle
20 MPH Zone.
MA10 - Colne
Pendle
20 MPH Zone.
MA10 - Colne Nort East
Pendle
20 MPH Zone.
MA10 - Colne North
West
Pendle
20 MPH Zone.
MA10 - Colne South
Pendle
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
126
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Earby
Pendle
20 MPH Zone.
MA10 - Fence
Pendle
20 MPH Zone.
MA10 - Foulridge 1
Pendle
20 MPH Zone.
MA10 - Foulridge 2
Pendle
20 MPH Zone.
MA10 - Higham
Pendle
20 MPH Zone.
MA10 - Nelson East
Pendle
20 MPH Zone.
MA10 - Nelson East 2
Pendle
20 MPH Zone.
MA10 - Avenham,
Frenchwood and City
Centre
Preston
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
127
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Brookfield East
Preston
20 MPH Zone.
MA10 - Deepdale and St
Matthews
Preston
20 MPH Zone.
MA10 - Grimsargh
Preston
20 MPH Zone.
MA10 - Hindley Hill
(Fulwood)
Preston
20 MPH Zone.
MA10 - Ingol and Cadley
Preston
20 MPH Zone.
MA10 - Larches East
Preston
20 MPH Zone.
MA10 - Lea North
Preston
20 MPH Zone.
MA10 - Lea South
Preston
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
128
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Roman Road
Area
Preston
20 MPH Zone.
MA10 - Sharoe Green
and Fulwood
Preston
20 MPH Zone.
MA10 - Tulketh 1
Preston
20 MPH Zone.
MA10 - Tulketh 2
Preston
20 MPH Zone.
MA10 - Billington and
Whalley
Ribble Valley
20 MPH Zone.
MA10 - Clitheroe North
Ribble Valley
20 MPH Zone.
MA10 - Clitheroe South
Ribble Valley
20 MPH Zone.
MA10 - Langho 1
Ribble Valley
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
129
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Langho 2
Ribble Valley
20 MPH Zone.
MA10 - Langho 3
Ribble Valley
20 MPH Zone.
MA10 - Langho 4
Ribble Valley
20 MPH Zone.
MA10 - Longridge
Ribble Valley
20 MPH Zone.
MA10 - Ribchester
Village
Ribble Valley
20 MPH Zone.
MA10 - Simonstone
North
Ribble Valley
20 MPH Zone.
MA10 - Simonstone
South
Ribble Valley
20 MPH Zone.
MA10 - Whalley North
Ribble Valley
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
130
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Bacup Central
Rossendale
20 MPH Zone.
MA10 - Bacup East
Rossendale
20 MPH Zone.
MA10 - Bacup North
Rossendale
20 MPH Zone.
MA10 - Bacup North
West
Rossendale
20 MPH Zone.
MA10 - Bacup South
West
Rossendale
20 MPH Zone.
MA10 - Edenfield 1
Rossendale
20 MPH Zone.
MA10 - Edenfield 2
Rossendale
20 MPH Zone.
MA10 - Edenfield 3
Rossendale
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
131
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Edgeside
Rossendale
20 MPH Zone.
MA10 - Facit (Whitworth)
Rossendale
20 MPH Zone.
MA10 - Haslingden East
Rossendale
20 MPH Zone.
MA10 - Haslingden West
Rossendale
20 MPH Zone.
MA10 - Helmshore
(Haslingden)
Rossendale
20 MPH Zone.
MA10 - Rawtenstall East
Rossendale
20 MPH Zone.
MA10 - Rawtenstall
North
Rossendale
20 MPH Zone.
MA10 - Rawtenstall
South
Rossendale
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
132
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Rawtenstall West
Rossendale
20 MPH Zone.
MA10 - Rising Bridge
North (Haslingden)
Rossendale
20 MPH Zone.
MA10 - Rising Bridge
South (Haslingden)
Rossendale
20 MPH Zone.
MA10 - Shawforth
(Whitworth)
Rossendale
20 MPH Zone.
MA10 - Tonacliffe
(Whitworth)
Rossendale
20 MPH Zone.
MA10 - Wallbank
(Whitworth)
Rossendale
20 MPH Zone.
MA10 - Weir (Bacup)
Rossendale
20 MPH Zone.
MA10 - Bamber Bridge
East
South Ribble
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
133
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Bamber Bridge
West
South Ribble
20 MPH Zone.
MA10 - Broadfield
(Leyland)
South Ribble
20 MPH Zone.
MA10 - Coupe Green
South Ribble
20 MPH Zone.
MA10 - Faring Primary
School (Leyland)
South Ribble
20 MPH Zone.
MA10 - Farington
(Leyland)
South Ribble
20 MPH Zone.
MA10 - Golden Hill
(leyland)
South Ribble
20 MPH Zone.
MA10 - Gregson Lane
South Ribble
20 MPH Zone.
MA10 - Hutton North
South Ribble
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
134
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Hutton South
South Ribble
20 MPH Zone.
MA10 - Leyland
South Ribble
20 MPH Zone.
MA10 - Leyland 2
South Ribble
20 MPH Zone.
MA10 - Leyland North
East
South Ribble
20 MPH Zone.
MA10 - Leyland South
South Ribble
20 MPH Zone.
MA10 - Leyland West
South Ribble
20 MPH Zone.
MA10 - Longton North
South Ribble
20 MPH Zone.
MA10 - Longton South
South Ribble
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
135
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Lostock Hall 1
South Ribble
20 MPH Zone.
MA10 - Lostock Hall 2
South Ribble
20 MPH Zone.
MA10 - Lostock Hall 3
South Ribble
20 MPH Zone.
MA10 - Lostock Hall 4
South Ribble
20 MPH Zone.
MA10 - Much Hoole
South Ribble
20 MPH Zone.
MA10 - New Longton 1
South Ribble
20 MPH Zone.
MA10 - New Longton 2
South Ribble
20 MPH Zone.
MA10 - Penwortham 1
South Ribble
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
136
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Penwortham 2
South Ribble
20 MPH Zone.
MA10 - Penwortham 3
South Ribble
20 MPH Zone.
MA10 - Penwortham 4
South Ribble
20 MPH Zone.
MA10 - Walmer Bridge
South Ribble
20 MPH Zone.
MA10 - Appley Bridge
West
Lancashire
20 MPH Zone.
MA10 - Banks
West
Lancashire
20 MPH Zone.
MA10 - Burscough 1
West
Lancashire
20 MPH Zone.
MA10 - Burscough 2
West
Lancashire
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
137
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Burscough 3
West
Lancashire
20 MPH Zone.
MA10 - Chapel
House/Pennylands
(Skelmersdale)
West
Lancashire
20 MPH Zone.
MA10 - Hesketh Bank
West
Lancashire
20 MPH Zone.
MA10 - Inglewhire
(Skelmersdale)
West
Lancashire
20 MPH Zone.
MA10 - North Upholland
West
Lancashire
20 MPH Zone.
MA10 - Ormskirk E
West
Lancashire
20 MPH Zone.
MA10 - Ormskirk N
West
Lancashire
20 MPH Zone.
MA10 - Ormskirk NE
West
Lancashire
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
138
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Ormskirk SE
West
Lancashire
20 MPH Zone.
MA10 - Ormskirk SW
West
Lancashire
20 MPH Zone.
MA10 - Ormskirk W
West
Lancashire
20 MPH Zone.
MA10 - Parbold
West
Lancashire
20 MPH Zone.
MA10 - Skelmerdale 4
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 1
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 10
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 11
West
Lancashire
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
139
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Skelmersdale 12
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 13
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 14
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 15
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 2
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 3
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 5
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 6
West
Lancashire
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
140
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Skelmersdale 7
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 8
West
Lancashire
20 MPH Zone.
MA10 - Skelmersdale 9
West
Lancashire
20 MPH Zone.
MA10 - South Upholland
West
Lancashire
20 MPH Zone.
MA10 - Upholland S of
M58
West
Lancashire
20 MPH Zone.
MA10 - Yewdale
(Skelmersdale)
West
Lancashire
20 MPH Zone.
MA10 - Bonds East
Wyre
20 MPH Zone.
MA10 - Bonds West
Wyre
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
141
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Burn Naze and
Trunnah
Wyre
20 MPH Zone.
MA10 - Carleton
Wyre
20 MPH Zone.
MA10 - Catterall
Wyre
20 MPH Zone.
MA10 - Cleveleys 1
Wyre
20 MPH Zone.
MA10 - Cleveleys 2
Wyre
20 MPH Zone.
MA10 - Fleetwood 1
Wyre
20 MPH Zone.
MA10 - Fleetwood 2
Wyre
20 MPH Zone.
MA10 - Forton
Wyre
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
142
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - Garstang
Wyre
20 MPH Zone.
MA10 - Great Eccleston
Wyre
20 MPH Zone.
MA10 - Hambleton East
Wyre
20 MPH Zone.
MA10 - Hambleton West
Wyre
20 MPH Zone.
MA10 - Knott Extended
Wyre
20 MPH Zone.
MA10 - North Poulton LF
Wyre
20 MPH Zone.
MA10 - Raikes
Wyre
20 MPH Zone.
MA10 - Scorton
Wyre
20 MPH Zone.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
143
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
MA10 - South Fleetwood
Triangle
Wyre
20 MPH Zone.
MA10 - South Poulton LF
Wyre
20 MPH Zone.
MA10 - Stalmine
Wyre
20 MPH Zone.
MA10 - Thornton
Cleveleys
Wyre
20 MPH Zone.
MA10 - Thornton North
Wyre
20 MPH Zone.
MA10 - Thornton South
Wyre
20 MPH Zone.
MA11 - Local Road Safety
All
MA12 - Community Rail
Partnership Programme
Improvements
Lancaster,
Fylde,
Preston,
South Ribble,
Chorley,
Ribble, Valley,
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No mechanism
for a likely
significant
adverse effect.
No direct
development.
The County Council will continue to
provide financial support for the
Community Rail Partnership (CRP)
Programme Improvements, in particular
the Leeds Lancaster Morecambe CRP in
Lancaster (MA12).
144
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
20 MPH area changes to sineage and
highway markings.
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
Screened
out
No direct development.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
MA13 - Smart Ticketing
Hyndburn,
Burnley,
Pendle West
Lancashire
All
MA14 - Maintaining Our
Assets
All
MA15 - Electric Vehicle
Charging Points
Preston,
South Ribble,
Chorley
Proposal Summary
Working with Preston City Council and
neighbouring authorities, the County
Council will develop a programme and
means of funding for the provision of
electric vehicle charging points at
suitable locations to encourage the takeup of low emission vehicles (MA15).
Potential Impacts
Screening
Option
Justification/ Mitigation
No direct
development.
Screened
out
No direct development.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
145
Natura2000 Site/
Path
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
PE1 - M65 to Yorkshire
Corridor Study
Pendle
The existing route linking the M65 to
Yorkshire and Leeds suffers significant
delay through Colne. In order to have a
better understanding of potential
solutions the County Council will
commission an M65 to Yorkshire
Corridor Study (PE1). There is a long
standing proposal to provide a new road
which would bypass Colne and the
villages to the north, Foulridge and
Earby. This scheme will be reviewed as
part of the corridor study and in the
meantime the County Council will
continue to protect the currently
approved line of the bypass. However,
the scale and likely cost of currently
approved project effectively rules out
any detailed development work within
the lifetime of this LTP.
No direct
development.
146
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
No direct development within the
lifetime of this LTP.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
PR1 - Broughton Bypass
Preston
Preston has several key transport
corridors where improvements are
being advanced. Within the city, the
opportunity exists to unlock substantial
developer contributions, secured against
the development of the former
Whittingham Hospital, for a road bypass
of Broughton and associated
improvements to M55 Junction 1 (PR1).
Broughton has for many years
experienced worsening levels of
congestion and local environmental
conditions. The programming of the
Broughton Bypass reflects the planning
and funding risks associated with the
project. Given the extended timeframe
for the delivery of the project and the
level of funding uncertainty related to
the housing economy the County
Council will adopt a twin track approach
to tackling the traffic congestion in the
Broughton area.
In the 2011/12 programme year the
County Council will resource the
continued design and development
work for the Bypass set out in LTP IM
Appendix A.
No direct
development.
147
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
Broughton Bypass scheme has valid
planning permission which will lapse
during the lifetime of the
Implementation Plan. No direct
development during the lifetime of
this Implementation Plan.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
PR2 - Preston Bus Station
Preston
The County Council will work with
Preston City Council and developers to
bring forward proposals for Preston's
Central Business District and Tithebarn
projects, including new bus
station/interchange facilities to improve
connectivity and links between bus and
rail services (PR2).
PR3 - Whittingham
Infrastructure
Preston
There will also be minor improvements
to the highway infrastructure to serve
the developments at Whittingham.
Screening
Option
Justification/ Mitigation
No mechanism
for a likely
significant
adverse effect.
Screened
out
Planning permission for the Tithebarn
development was granted by the
Secretary of State on 23 November
2010. The improvements lie within a
dense urban area will have no
significant impacts over and above, or
in combination with, the existing
Tithebarn development.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Both the Broughton Bypass and
Whittingham Hospital redevelopment
have valid planning consents. Planning
permission at Whittington Hospital
was granted on appeal in 2008. The
appeal findings recognised that the
two schemes are mutually dependent.
The proposed scheme PR3 does not
add sinificantly to the cumulative
impacts of the existing planning
permissions.
148
Natura2000 Site/
Path
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
PR3 - Cottam
Infrastructure
Preston
There will also be minor improvements
to the highway infrastructure to serve
the developments at Cottam.
No mechanism
for a likely
significant
adverse effect.
Bowland Fells
SPA. Ribble and
Alt Estuaries SPA/
Ramsar site.
Pathways: The
wind pathway is
coming from a
prevailing South
Westerly
direction.The
river network
flows towards the
Ribble and Alt
Estuaries SPA and
Ramsar site.
Screened
out
There is a small potential that, in
combination, development proposed
in North Preston around the Cottam
Strategic Location could negatively
impact upon: 1). the air quality
composition, with a wind pathway
directed towards the Bowland Fells
SPA. Given the level of development
anticipated at this location and the
fact that any development will be
phased it is highly unlikely that any
adverse impacts will be detected at
the Bowland Fells SPA. 2). Water
Quality – water quality could be
affected through increased population
and associated highway infrastructure
i.e. having an impact on the sewer
network and/ or could influence the
quality of surface run off entering the
river network and potentially affecting
the chemical and biological quality of
the water. 3). Hydrology – changes in
the hydrological cycle may be affected
if development is permitted on or near
to high flood risk areas or fewer
permeable surfaces are available due
to development.
In combination Plan: Central
Lancashire Local Development
Framework Core Strategy. Conclusion:
Small scale highway improvements
with marginal land-take or impacts on
149
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
PR4 - A6 Corridor Traffic
Signalling
District
Preston
Proposal Summary
There will also be minor improvements
to the highway infrastructure to serve
the developments at Whittingham and
Cottam and to the signalling along the
A6 North corridor between the M55 and
the city centre to reduce delay and
congestion.
Potential Impacts
No mechanism
for a likely
significant
adverse effect.
150
Natura2000 Site/
Path
Screening
Option
Screened
out
Justification/ Mitigation
traffic related pollution in Policy PR3
are unlikely to add significantly to the
potential impacts already identified
and addressed by the HRA of Policy 1
of the Central Lancashire LDF Core
Strategy. Mitigation: The HRA for the
Central Lancashire LDF Core Strategy
identifies how, given the overall policy
context of the LDF, any potential
impacts associated with the
development of the Strategic Location
at Cottam are addressed and mitigated
by the overall policy framework
established by the Core Strategy. The
policy framework in the LTP seeks to
'Provide safe, convenient and
affordable transport alternatives to
the car' and 'Reduce carbon emissions
and its effects'. Schemes to implement
these objectives will also contribute to
the off-setting of any potential in
combination air quality impacts at
Cottam.
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
PR5 - Rail Station to
UCLan Pedestrian/Cycle
Facilities
Preston
PR6 -
Preston
Within Preston City Centre,
development of the Central Business
District (CBD) and access to the
University of Central Lancashire will be
supported by pedestrian and cycle
improvements to the corridor linking the
railway station, CBD and University
(PR5). This project includes changes at
the major junction of Ringway and
Corporation Street to provide direct
pedestrian routes. Pedestrian demand
there is high and the current layout of
barriers and signalled crossing points
encourages many to take more direct
but unsafe routes. There will also be
cycle route improvements along the
corridor, linking the new cycle path from
South Ribble into the Fishergate Centre
with the University and employment
areas in the north of the city. These will
consist of advanced stop lines at
junctions and improvements at the
Adelphi Roundabout.
In parallel the County Council will
resource and conduct a review of
alternative options to determine
whether there is a deliverable solution
that could be implemented earlier and
within more certain funding parameters
(PR6).
Screening
Option
Justification/ Mitigation
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
No direct
development.
Screened
out
No direct development.
151
Natura2000 Site/
Path
Local Transport Plan 2011/2021
Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
PR7 -
Preston
No mechanism
for a likely
significant
adverse effect.
RO1 - Rawtenstall Bus
Station
Rossendale
Given that it will be several years before
a long term solution to the traffic
problems in the Broughton area can be
delivered on the ground, the County
Council will explore whether there are
any interim measures, in addition to the
MOVA signalling improvements, that can
be implemented in the short term that
would provide some relief to the current
congestion at the Broughton
roundabout (PR7). This will require
partnership working with the Highways
Agency.
The bus station in Rawtenstall is dated,
peripheral and no longer fit for purpose.
The provision of a high quality bus
facility in Rawtenstall is the Borough
Council's highest immediate priority to
support the regeneration of Rawtenstall
town centre (RO1).
No mechanism
for a likely
significant
adverse effect.
152
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
No mechanism for a likely significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
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Environmental Report Addendum
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Scheme
District
Proposal Summary
Potential Impacts
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
SR1 - Cuerden Strategic
Site
South Ribble
The development of the strategic
employment site at Cuerden Green will
need both highway infrastructure and
public transport services to ensure the
opportunities can be accessed by all
(SR1). Links to the Preston-Chorley and
Preston-Leyland Bus Corridors, with
their proposed improvements, will aid
public transport connectivity.
No mechanism
for a likely
significant
adverse effect.
Bowland Fells
SPA, Ribble and
Alt Estuaries SPA/
Ramsar site.
Pathways: The
wind pathway is
coming from a
prevailing South
Westerly
direction.The
river network
flows towards the
Ribble and Alt
Estuaries SPA and
Ramsar site.
Screened
out
There is a small potential that, in
combination, development proposed
in Cuerden Strategic Site could
negatively impact upon: 1). the air
quality composition, with a wind
pathway directed towards the
Bowland Fells SPA. Given the level of
development anticipated at this
location and the fact that any
development will be phased it is highly
unlikely that any adverse impacts will
be detected at the Bowland Fells SPA.
2). Water Quality – water quality could
be affected through increased number
of employment premises and
associated highway infrastructure
having an impact of surface run-off
entering the river network and
potentially affecting the chemical and
biological quality of the water. 3).
Hydrology - additional take up of land
and less surface run off areas/
permeable surfaces could potentially
impact on Natura 2000 sites if
pathways exist from the development
areas to the Natura 2000 sites. In
combination Plan: Central Lancashire
Local Development Framework Core
Strategy. Conclusion: Small scale
highway improvements with marginal
land-take or impacts on traffic related
pollution in Policy PR4 are unlikely to
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Proposal Summary
Potential Impacts
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
add significantly to the potential
impacts already identified and
addressed by the HRA of Policy 9 of
the Central Lancashire LDF Core
Strategy. Public transport
improvements within LTP SR1 will help
reduce any potential impacts of the
Cuerden development ameliorating
the potential adverse impacts on air
quality of the Cuerden development.
Mitigation: The HRA for the Central
Lancashire LDF Core Strategy identifies
how, given the overall policy context
of the LDF, any potential impacts
associated with the development of
the Strategic Site at Cuerden are
addressed and mitigated by the policy
framework established by the LDF
Core Strategy.
The policy framework in the LTP seeks
to 'Provide safe, convenient and
affordable transport alternatives to
the car' and 'Reduce carbon emissions
and its effects'. Schemes to implement
these objectives (such as
improvements to the A6/A582
roundabout (SR2) and improvements
to public Transport (this policy)). will
also contribute to the off-setting of
any potential in combination air
quality impacts at Cuerden.
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Scheme
District
Proposal Summary
Potential Impacts
SR2 - Sainsbury's
Roundabout, Cuerden
South Ribble
SR3 - A582 Flensburg
Way
South Ribble
SR4 - Leyland Railway
Station Improvements
South Ribble
The improvements at the A6/A582
roundabout will reduce existing
congestion and create capacity for
future development traffic and provide
better pedestrian facilities. The majority
of this work was completed in April
2011.
Further eastwards along the A582, the
County Council is investing in much
needed improvements to the Household
Waste Recycling Centre at Farington
which serves South Ribble. As one of
the busiest sites in the county, the traffic
it generates conflicts with other
journeys and brings congestion, delay
and traffic safety concerns at a key
junction on this principal distributor
road. The County Council will invest in
providing a comprehensive solution to
solving the waste management and
highway problems afflicting this part of
its infrastructure (SR3).
The County Council will also contribute
towards the work Northern Rail is
planning for Leyland Rail Station (SR4).
This will improve passenger facilities,
signing and the provision of information.
WL1 - Skelmersdale Rail
Link
West
Lancashire
The County Council will work with the
Borough Council, Merseytravel,
Northern Rail and Network Rail to
provide financial support to an initial
Screening
Option
Justification/ Mitigation
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement with
marginal land-take or impacts on
traffic related pollution.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Works largely completed. Small scale
improvement with positive impacts on
traffic related pollution.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
No direct
development.
Screened
out
No direct development.
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Scheme
District
Proposal Summary
Potential Impacts
Natura2000 Site/
Path
Screening
Option
Justification/ Mitigation
Screened
out
No direct development.
Screened
out
The Study itself will have no impacts.
However it could potentially give rise
to proposals that could adversely
affect a Natura 2000 site. Mitigation:
Only initial project design and
development occurs within the
timescale of this Implementation Plan.
A HRA for the scheme will be
undertaken as part of this process.
'GRIP1' feasibility study on the prospects
for a new rail spur and station to serve
Skelmersdale (WL1).
WL2 - A570/M58
Corridor Study
West
Lancashire
WL3 - Green Lane Link,
Tarleton
West
Lancashire
As part of a broader exercise to explore
ways to relieve some of the traffic
problems that afflict the A570 through
Ormskirk, and in particular the volumes
of through traffic and HGV traffic
travelling to Southport, the County
Council intends to approach the
Highways Agency, Department for
Transport and neighbouring Merseyside
authorities to consider whether
opportunities exist, and what
implications there would be, to better
utilise the national motorway for long
distance journeys to and from Southport
(WL2).
The road infrastructure serving rural
businesses in Tarleton/Hesketh Bank
north of A565 is poor. Currently vehicles
have to use narrow moss roads and
residential areas. Provision of a new link
road would offer better access to the
area, assist future development,
improve road safety and the
environment within Tarleton village
(WL3).
No direct
development.
Potential impacts
on feeding and
roosting areas
and flyway.
156
The proposed
scheme lies
between, and
within 4km of,
the Ribble & Alt
Estuaries and
Martin Mere
SPA/Ramsar sites.
Pathways: air
quality; water
quality;
disturbance
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Environmental Report Addendum
27/09/2011
Scheme
District
Proposal Summary
Potential Impacts
WL4 - Pilot for
Skelmersdale Local
Neighbourhoods
West
Lancashire
WL5 - Ormskirk Bus
Station
West
Lancashire
In Skelmersdale the current lack of
transport opportunities means that
many in the local community are
similarly discouraged from using local
services in the town. These conditions,
coupled with a remote network of
footways and cycleways, subways and
large areas of landscaping, combine to
create a local public relam that alienates
the local community, raises perceptions
over public safety and discourages
walking and cycling in the town. As an
early priority, the County Council will
work with the local community and the
Borough Council to identify a pilot area
and improve the public realm of
footways, cycleways and open space to
encourage better connectivity, greater
use and open up local services and other
opportunities (WL4).
A package of measures to improve
facilities at Ormskirk bus station (WL5),
including the pedestrian link to the
railway station, will enhance public
transport accessibility to the town
centre and Edge Hill University, and help
provide viable alternative transport to
the private car. This will help reduce the
congestion in Ormskirk town centre.
Screening
Option
Justification/ Mitigation
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within dense
urban area with marginal impacts on
traffic related pollution.
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Path
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Scheme
District
Proposal Summary
Potential Impacts
WL6 - Ormskirk Rail to
Bus / Town Centre to
University Pedestrian
Route
West
Lancashire
WL7 - New Court Way
Zebra Crossing, Ormskirk
West
Lancashire
To improve conditions for pedestrians
and cyclists on the route between
Ormskirk town centre and the University
a package of measures are proposed
that will encourage more students to
travel into Ormskirk by non-car modes
(WL6).
There will also be improved pedestrian
facilities within Ormskirk, such as a new
zebra crossing at New Court Way (WL7)
to aid access to the rail station.
WL8 - B5241 Junction
Lane Zebra Crossing,
Burscough
West
Lancashire
WY - Poulton-le-Fylde
town centre
Wyre
Screening
Option
Justification/ Mitigation
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
The installation of a new zebra crossing
outside Burscough Junction railway
station on Junction Lane, Burscough
(WL8), will provide a safer crossing point
for pedestrians using the railway station
and pupils attending nearby school.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
The County Council is currently working
with Wyre Borough Council towards a
Local Air Quality Action Plan for an area
of Poulton-le-Fylde's town centre. As
part of this process the County Council
will undertake a network appraisal of
the town centre area and produce
scheme options. Appraisal will include
options at Hardhorn Road, links to town
centre parking, signage, routeing and
TROs.
No direct
development.
Screened
out
No direct development.
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Scheme
District
Proposal Summary
Potential Impacts
WY1 - A587 Poulton
Road Zebra Crossing,
Fleetwood
Wyre
WY2 - Blackpool to
Fleetwood Tramway
Upgrade
Wyre
WY3 - Thornton Cycle
Route: Norcross to
Blackpool Promenade
Wyre
Within Fleetwood the safety of more
vulnerable road users will be improved,
along with pedestrian links within the
neighbourhood, by the installation of a
zebra crossing on the A587 Poulton
Road (WY1).
The County Council's capital programme
over this period is dominated by its
contribution of £6.97 million to the
completion of the Blackpool to
Fleetwood tramway upgrade during
2011/12. This will improve access to
employment and education
opportunities in Blackpool for residents
of Fleetwood and Cleveleys, support the
visitor economy and encourage modal
shift away from the car (WY2).
Better sustainable links between
Blackpool and the major employment
areas and education opportunities at
Norcross and Thornton will be created
by the completion of the Thornton Cycle
Route (WY3).
Screening
Option
Justification/ Mitigation
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
Scheme
completed
Screened
out
Scheme complete. Key features of the
scheme included:16 new Bombardier
trams, accessible for all users. New
Tram stops featuring level access,
compliant with Disability
Discrimination Act. Replacing 8km of
track. Installing 14 priority signals at
highway junctions to improve journey
times. New Tram Depot at Starr Gate.
No mechanism
for a likely
significant
adverse effect.
Screened
out
Small scale improvement within
highway boundary. No mechanism for
a significant adverse effect.
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APPENDIX B Natura 2000 sites
Site
Bowland Fells
Calf Hill & Cragg
Woods
Craven Limestone
Complex
Dee Estuary
Ingleborough
Complex
Leighton Moss
Liverpool Bay
(potential)
Malham Tarn
Manchester Mosses
SAC
Ribble & Alt Estuaries
River Kent
Rochdale Canal
Roudsea Wood &
Mosses
Ramsar site
Marine SPA
*
*
*
*
*
*
*
*
*
*
Martin Mere
Mersey Estuary
Morecambe Bay
Morecambe Bay
Pavements
North Pennine Dales
Meadows
North Pennine Moors
SPA
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
160
Marine SAC
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Site
Sefton Coast
Shell Flat and Lune
Deep
South Pennine Moors
(inc Peak District
Moors)
Witherslack Mosses
Yewbarrow Woods
SAC
SPA
Ramsar site
Marine SPA
Marine SAC
*
*
*
*
*
*
When undertaking an appropriate assessment of impacts at a site, all features of European importance (both primary and nonprimary) need to be considered.
Bowland Fells
Status: SPA
SPA
This site is predominantly comprised of heath & scrub, bogs & marshes and
dry grassland, with a small coverage of broad-leaved deciduous woodland.
This site qualifies under Article 4.1 of the Directive (79/409/EEC) as during
the breeding season it regularly supports populations of European
importance of Hen Harrier (Circus cyaneus) and Merlin (Falco
columbarius).
The site qualifies under Article 4.2 of the Directive (79/409/EEC) as during
the breeding season it supports populations of European importance of the
Lesser Black Backed Gull.
Area: 16002.31 hectares
Vulnerability
The expansive blanket bog and heather dominated moorland provides suitable
habitat for a diverse range of upland breeding birds. Favourable nature
conservation status of the site depends on appropriate levels of sheep grazing,
sympathetic moorland burning practice, sensitive water catchment land
management practices and on going species protection. Since designation as
an SPA, many localised problems of over-grazing have been controlled through
management agreements or the Countryside Stewardship Scheme. To date
approximately 20% of SPA is under Section 15 management agreements and
Countryside Stewardship to stimulate heather regeneration in order to produce
better moorland for grouse and raptors alike. Burning plans and stocking levels
have also been agreed for all other areas of the SPA through Site Management
Statements, whilst problems of raptor persecution continues to be addressed
by the RSPB in conjunction with North West Water, English Nature and
Lancashire Constabulary.
Source: Joint Nature Conservation Committee
Calf Hill & Cragg Woods
Status: SAC
Area: 34.43 hectares
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SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
91A0 Old sessile oak woods with Ilex and Blechnum in the British
Isles
These old sessile oak woods occupy north- and south-facing slopes of a
valley on millstone grit. Oak dominates in the canopy with birch Betula sp.,
rowan Sorbus aucuparia and holly Ilex aquifolium. The ground flora
ranges from areas of abundant bilberry Vaccinium myrtillus, through
grassy areas, to rich moss carpets. Small areas of alder Alnus glutinosa
Vulnerability
Calf Hill and Cragg Woods support one of the most extensive stands of upland
oak woodland in Lancashire, in addition to a well-developed alder/ash
woodland on lower flushed slopes along the valley bottom. Currently there is
limited intervention in land-use/management terms. There is also no immediate
need for woodland management in order to safeguard the interest of the site.
However, in the long-term it would be desirable to repair some of the
walls/fences at the far eastern most end of Calf Hill Wood in order to control
sheep grazing from the adjacent fell. Some grazing is considered desirable (to
help maintain the diversity of the ground flora) but it would be beneficial to be
able to exclude sheep altogether for certain times of the year, or altogether for
a limited period in order to encourage natural regeneration. In addition, since
the canopy of the oak woodland is fairly dense and natural regeneration is quite
limited, it would be desirable over the long-term to instigate small-scale
selective fellings/silvicultural thinning, whilst felling a small stand of planted
larch/pine (<0.5 ha) and replacing it with oak/birch.
flushes also occur.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
The Abbeystead's woodland management proposals for the woodland complex
as a whole already recognise these problems and do not conflict with nature
conservation objectives for the site. In fact, it is hoped that repairs to
fences/walls at the easternmost end of Calf Hill Wood will be undertaken in the
next few years, whilst a programme of selective woodland thinning and small
fellings will be instigated in the not too distant future under WGS.
91E0 Alluvial forests with Alnus glutinosa and Fraxinus excelsior
(Alno-Padion, Alnion incanae, Salicion albae) * Priority feature
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
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Source: Joint Nature Conservation Committee
Craven Limestone Complex
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
3140 Hard oligo-mesotrophic waters with benthic vegetation of
Chara spp.
Malham Tarn in northern England is considered the best example of an
upland stonewort Chara-dominated lake in England. It is an example of a
lake on limestone and is the highest marl lake in the UK. The water drains
from surrounding Carboniferous limestone and is calcareous and low in
plant nutrients, although the Tarn has a large catchment and some
nutrient enrichment to the system has occurred in the past, slightly
reducing the floristic richness.
6210 Semi-natural dry grasslands and scrubland facies: on
calcareous substrates (Festuco-Brometalia)
Area: 5328.5 hectares
Vulnerability
The diversity of interest of the limestone pavements, grasslands and springs is
dependent on there being a range of grazing intensities, from moderate to light
to areas with no livestock grazing. Heavy livestock or rabbit grazing has been
damaging and the Wildlife Enhancement Scheme and other forms of
agrienvironmental agreement are being used, successfully, to promote
appropriate management. Removal of limestone pavement for sale as rockery
stone and limestone quarrying have both caused problems in the past but are
now well controlled through Limestone Pavement Orders and the development
planning process. The raised bog has suffered some past drainage but the
hydrology has been made secure and the site is carefully managed. Malham
Tarn is vulnerable to nutrient enrichment in the catchment and action has been
taken to minimise such inputs.
The Craven Limestone Complex in northern England is the second most
extensive area of calcareous grassland in the UK, and represents the
NVC type CG9 Sesleria albicans – Galium sterneri grassland. The site
exhibits an exceptional diversity of structural types, ranging from hardgrazed open grasslands, through to tall herb-rich grasslands on ungrazed
cliff ledges, such as at Malham Cove, in woodland margins and around
8240 Limestone pavements and screes. It is thus an important example
of grassland-scrub transitions.
6410 Molinia meadows on calcareous, peaty or clayey-silt-laden soils
(Molinion caeruleae)
Craven is one of three sites representing Molinia meadows in the
northern England centre of distribution. This site contains what are
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believed to be the largest expanses of M26 Molinia caerulea – Crepis
paludosa mire in the UK, amidst 7230 Alkaline fens and 7110 active
raised bog communities of the Malham Tarn area; smaller fragments are
associated with meadows, wood edges and river banks elsewhere on the
site.
7110 Active raised bogs * Priority feature
Malham Tarn Moss represents Active raised bogs in central northern
England, in an area overlying limestone where wetlands are more typically
base-rich fens. It displays a classic raised dome with transition from raised
bog (base-poor) to base-rich conditions at the bog margin where it
interfaces with land influenced by water from the limestone. It has an
unusual mixture of bog-moss Sphagnum-rich and hair-grass
Deschampsia-dominated vegetation.
7220 Petrifying springs with tufa formation (Cratoneurion) * Priority
feature
Craven is one of three Carboniferous limestone sites in northern England
selected for petrifying springs with tufa formation. The site contains
extensive complexes of tufa-forming springs associated with a wide range
of other habitats, including 7230 Alkaline fens, calcareous grasslands,
8240 Limestone pavements, cliffs and screes. Locally calcareous
springs emerge within areas of acid drift supporting heath and acid
grassland. The flora of these habitat mosaics is outstandingly species-rich
and includes many rare northern species, such as alpine bartsia Bartsia
alpina and bird’s-eye primrose Primula farinosa.
7230 Alkaline fens
There are large fen systems at Great Close and Ha Mire, principally of the
NVC type M10b Carex dioica – Pinguicula vulgaris mire, Briza media –
Primula farinosa sub-community. They are exceptionally species-rich
types with frequent bird’s-eye primrose Primula farinosa and grass-ofParnassus Parnassia palustris alongside rarities such as broad-leaved
cottongrass Eriophorum latifolium, hair sedge Carex capillaris, alpine
bartsia Bartsia alpina and dwarf milkwort Polygala amarella. Where
irrigation is more extensive there are transitions to M9a Carex rostrata –
Calliergon cuspidatum/ giganteum mire, Campylium stellatum –
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Scorpidium scorpioides sub-community. This community is also
developed extensively around the lagg of Tarn Moss, where there are
transitions with M26b Molinia caerulea – Crepis paludosa mire, Festuca
rubra sub-community and W3 Salix pentandra – Carex rostrata fen carr
woodland. There are also extensive M10 Carex dioica – Pinguicula
vulgaris spring-fed flush fens throughout the site, typically associated with
calcareous grassland and limestone scars.
8240 Limestone pavements * Priority feature
Craven is one of four sites representing Limestone pavements in
northern England. It is selected on the basis of its size and as an example
of mid-altitude pavement. There is a wide range of transitions to other
habitats, including 6210 semi-natural dry grasslands, 7230 Alkaline
fens and 9180 Tilio-Acerion forests. Despite being accessible to grazing
sheep, these pavements provide a refuge for downy currant Ribes
spicatum and, occasionally, alpine cinquefoil Potentilla crantzii and
baneberry Actaea spicata.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
6130 Calaminarian grasslands of the Violetalia calaminariae
9180 Tilio-Acerion forests of slopes, screes and ravines * Priority
feature
Annex II species that are a primary reason for selection of this site
1092 White-clawed (or Atlantic stream) crayfish Austropotamobius
pallipes
Craven in northern England supports strong populations of white-clawed
crayfish Austropotamobius pallipes in the limestone streams feeding
Malham Tarn, and in Malham Tarn itself. This site is well-isolated and is
therefore an important refuge, unlikely to be invaded by non-native
crayfish species.
1163 Bullhead Cottus gobio
Craven represents bullhead Cottus gobio in calcareous, upland becks
and streams in the northern part of its range in England. The clean
calcareous waters with their stony bottoms support good numbers of
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bullhead.
1902 Lady`s-slipper orchid Cypripedium calceolus
Craven Limestone Complex is the single remaining native site for Lady’sslipper orchid Cypripedium calceolus. Formerly reduced to a single
plant, careful habitat management, together with hand-pollination of the
few flowers that appear, and more recently re-establishment of plants
from ex-situ propagation, has led to a steady increase in the size of the
colony.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
Source: Joint Nature Conservation Committee
Dee Estuary
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
1140 Mudflats and sandflats not covered by seawater at low tide
Habitat occurrence description not yet available.
1310 Salicornia and other annuals colonising mud and sand
The Dee Estuary is representative of pioneer glasswort Salicornia spp.
saltmarsh in the north-west of the UK. Salicornia spp. saltmarsh forms
extensive stands in the Dee, especially on the more sandy muds where
there is reduced tidal scour. It mainly occurs on the seaward fringes as a
pioneer community, and moving landwards usually forms a transition to
common saltmarsh-grass Puccinellia maritima saltmarsh (SM10). There is
also a low frequency of Salicornia spp. extending well inland. Associated
species often include annual sea-blite Suaeda maritima and hybrid scurvy
grass Cochlearia x hollandica.
1330 Atlantic salt meadows (Glauco-Puccinellietalia maritimae)
The Dee Estuary is representative of H1330 Atlantic salt meadows in
the north-west of the UK. It forms the most extensive type of saltmarsh in
Area: 15805.89 hectares
Vulnerability
The majority of the site is in the ownership and sympathetic management of public
bodies and voluntary conservation organisations. Unlike most western estuaries,
sizeable areas of the Dee saltmarshes remain ungrazed and therefore plant species that
are susceptible to grazing are widespread. This distinctive flora would therefore be
sensitive to increase in grazing pressure. The intertidal and subtidal habitats of the
estuary are broadly subject to natural successional change and the Dee Estuary
continues to show annual net sediment accretion. Saltmarshes on the English side of the
estuary continue to accrete overall whilst on the Welsh shoreline the main river channel
has moved onshore leading to localised erosion of the saltmarshes
Threats to the estuary's conservation come from its industrialised shorelines on the
Welsh side and the impact of adjacent historic industrial use including waste disposal
from former manufacturing industry such as chemical and steel manufacture.
Contemporary issues relate to dock development and navigational dredging, coastal
defence works and their impact on coastal process, regulation of fisheries, and the
recreational use of intertidal, sand dunes and saltmarshes.
The statutory agencies are working with landowners and regulatory bodies
towards the further remediation of historic threats and the reconciliation of
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the Dee, and since the 1980s it has probably displaced very large
quantities of the non-native common cord-grass Spartina anglica. The
high accretion rates found in the estuary are likely to favour further
development of this type of vegetation. The saltmarsh is regularly
inundated by the sea; characteristic salt-tolerant perennial flowering plant
species include common saltmarsh-grass Puccinellia maritima, sea aster
Aster tripolium, and sea arrowgrass Triglochin maritima. In a few areas
there are unusual transitions to wet woodland habitats.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
1130 Estuaries
conservation management with human and commercial pressures.
1210 Annual vegetation of drift lines
1230 Vegetated sea cliffs of the Atlantic and Baltic coasts
2110 Embryonic shifting dunes
2120 Shifting dunes along the shoreline with Ammophila arenaria
(`white dunes`)
2130 Fixed dunes with herbaceous vegetation (`grey dunes`) *
Priority feature
2190 Humid dune slacks
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
1095 Sea lamprey Petromyzon marinus
1099 River lamprey Lampetra fluviatilis
1395 Petalwort Petalophyllum ralfsii
Source: Joint Nature Conservation Committee
Ingleborough Complex
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
5130 Juniperus communis formations on heaths or calcareous
Area: 5769.28 hectares
Vulnerability
The diversity of interest of the limestone pavements, juniper and limestone rock
habitats is dependent on there being a range of grazing intensities, from
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grasslands
Ingleborough represents upland Juniperus communis formations on a
calcareous substrate in northern England. It occurs here at its highest
altitude on limestone in the UK. Amid stands of calcareous grassland it
has the only large stands of juniper on 8240 Limestone pavements at
high altitude in the UK. The scrub is of the relatively species-poor type
typical of these situations.
moderate to light to areas with no livestock grazing. Heavy livestock or rabbit
grazing has been damaging and the Wildlife Enhancement Scheme and other
forms of agrienvironmental agreement are being used, successfully, to promote
appropriate management. Removal of limestone pavement for sale as rockery
stone and limestone quarrying have both caused problems in the past and are
now addressed through Limestone Pavement Orders, the development
planning process and the provisions for review of existing permissions under
the Habitats Regulations.
7230 Alkaline fens
Spring-fed flush fens of NVC type M10 Carex dioica – Pinguicula vulgaris
mire are extensive across Ingleborough, commonly associated with
calcareous grassland types, but also found amidst acid grasslands and
heathland communities. They are often species-rich communities, in
which rare or locally distributed species such as bird’s-eye primrose
Primula farinosa, black bog-rush Schoenus nigricans, few-flowered spikerush Eleocharis quinqueflora and flat-sedge Blysmus compressus are
frequent.
8210 Calcareous rocky slopes with chasmophytic vegetation
Ingleborough is one of three sites representing the Calcareous rocky
slopes with chasmophytic vegetation found in northern England.
Crevice communities occur on extensive limestone scars and are
characteristic of the area. The flora has a mix of northern and southern
species, including purple saxifrage Saxifraga oppositifolia, yellow
saxifrage S. aizoides, alpine meadow-grass Poa alpina, hoary
whitlowgrass Draba incana, lesser meadow-rue Thalictrum minus, wall
lettuce Mycelis muralis and baneberry Actaea spicata.
8240 Limestone pavements * Priority feature
Ingleborough is one of four sites in northern England representing
Limestone pavements on Carboniferous limestone. It has the most
extensive series of Limestone pavements in the UK, varying from
moderate altitude to montane in character (300-640 m). The pavements
range from those where grazing is completely excluded (Colt Park Wood
National Nature Reserve), to some where grazing is restricted (pavements
amidst cattle-grazed pastures) and others within common land intensively
grazed by sheep. Characteristic species include baneberry Actaea spicata
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(more abundant here than elsewhere), great bellflower Campanula
latifolia, found only here as a limestone pavement species, lily-of-thevalley Convallaria majalis, marsh hawk’s-beard Crepis paludosa, wall
lettuce Mycelis muralis, lesser meadow-rue Thalictrum minus and
mountain melick Melica nutans. Among the ferns, green spleenwort
Asplenium viride, brittle bladder-fern Cystopteris fragilis and hard shieldfern Polystichum aculeatum occur on most pavements. Rigid buckler-fern
Dryopteris submontana and limestone fern Gymnocarpium robertianum
are widespread but much less abundant than at Morecambe Bay
Pavements. Dog’s mercury Mercurialis perennis and wood sorrel Oxalis
acetosella occur on most pavements.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
6210 Semi-natural dry grasslands and scrubland facies: on
calcareous substrates (Festuco-Brometalia)
6410 Molinia meadows on calcareous, peaty or clayey-silt-laden soils
(Molinion caeruleae)
7130 Blanket bogs * Priority feature
7220 Petrifying springs with tufa formation (Cratoneurion) * Priority
feature
9180 Tilio-Acerion forests of slopes, screes and ravines * Priority
feature
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
Source: Joint Nature Conservation Committee
Leighton Moss
SPA
This site is predominantly comprised of bogs,
marshes, water fringed vegetation and fens with
Status: SPA/Ramsar
Ramsar
Leighton Moss is the largest reedbed in northwest England and is situated on the eastern
169
Area: 128.61 hectares
Vulnerability
Leighton Moss is the largest reedbed in North West
England and is vulnerable to changes in water quality
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inland water bodies (standing and running water).
There is some heath and scrub.
This site qualifies under Article 4.1 of the Directive
(79/409/EEC) as during the breeding season the
area regularly supports 20% of the breeding
population of Bittern (Botaurus stellaris) and 1.3%
of the breeding population of Marsh Harrier (Circus
aeruginosus).
edge of Morecambe Bay in Lancashire. Large
areas of open water are surrounded by
extensive reedbeds in which areas of willow
scrub and mixed fen vegetation also occur. A
typical and varied fen flora has developed in
part, whilst the reedbed shows all stages of
seral transition from open water through to
woodland.
An example of large reedbed habitat
characteristic of the biogeogaphical region. The
reedbeds are of particular importance as a
northern outpost for breeding populations of
great bittern Botaurus stellaris, Eurasian marsh
harrier Circus aeruginosus and bearded tit
Panurus biarmicus (Ramsar criterion 1).
The site supports a range of breeding birds
including great bittern Botaurus stellaris,
Eurasian marsh harrier Circus aeruginosus and
bearded tit Panurus biarmicus.
Species occurring in nationally important
numbers outside the breeding season include
northern shoveler Anas clypeata and water rail
Rallus aquaticus (Ramsar criterion 3).
and water levels. Since the establishment of a
reserve at Leighton Moss in 1964 the RSPB has
raised water levels and actively managed the site in
order to maintain and enhance its Phragmites
dominated fen and open water to provide optimum
conditions for its nationally important reedbed birds.
This has involved water level management, ditch
maintenance work, the coppicing and control of
invading willow scrub, as well as the annual rotational
cutting of reedbeds. The decline of booming bitterns
on the site, reflecting a national trend, has been
halted through detailed research and improved
management of the site. This management, which
also benefits other birds on the site, has involved
further refinement of reedbed management and the
manipulation of the reed/open water interface and
with increased water level control.
The maintenance of a high quality spring fed water
supply is important and although there are few
opportunities for this to become polluted within the
catchment, agricultural run-off from land immediately
adjacent to the reserve has been identified as a
potential hazard in recent years. Initiatives are
currently being initiated to reduce/remove this threat
by the EA.
The Moss is also susceptible to saline intrusion
upstream of its tidal sluice from Morecambe Bay. This
is potentially one of the most damaging threats to the
reserve, there having been three inundations since
1964 caused by gales pushing in unusually high 10
metre tides. Fortunately these have occurred during
the winter when the vegetation has been dormant and
as such the effects have only been minor. It is
proposed that the lowest point of the sea wall next to
the tidal sluice be raised when strengthening the
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Quaker Stang sea defences, taking into account
predicted sea level rise due to global warming in
order to improve the tidal defences in the area.
Source: Joint Nature Conservation Committee
Liverpool Bay
SPA
This is a marine site.
Status: SPA
1. This site qualifies under Article 4.1 of the Directive (79/409/EEC) as during
the breeding season it regularly supports populations of European
importance of Red-throated Diver (Gavia stellata) (5.4% of the GB
population)
The site qualifies under Article 4.2 of the Directive (79/409/EEC) as in the
non-breeding season the area regularly supports: 55597 waterfowl
Including Red-throated Diver (Gavia stellata) and Common Scoter
(Melanitta nigra).
Area: 170292.94 hectares
Vulnerability
The site is subject to commercial fishing. The sandbanks of Liverpool Bay
support the nursery and feeding grounds for many fish species. The distribution
and concentrations of red-throated divers will at least partly be determined by
the presence, abundance, and availability of their prey species. The site holds
various fish of commercial importance, and extraction of the red-throated
diver’s main fish prey, as either target and/or bycatch species, or through
recreational fishing could impact the population. Entanglement in static fishing
nets is an important cause of death for red-throated divers in the UK waters
however the extent of this impact in Liverpool Bay is not known.
Commercial and recreational fishing could directly affect both the food source
and feeding grounds used by common scoters and in addition a number of
ports undertake navigational dredging and disposal both in, and adjacent to,
the site. Dredging for bivalves has been shown to have significant negative
effects on their benthic habitat.
Red throated divers and common scoters are sensitive to non physical, (noise
and visual) disturbance by both commercial and recreational activities, for
example disturbance by moving vessels - the larger the vessel, the greater
disturbance distance expected.
Aggregate extraction presents some risks of disturbance and also changes to
sediment structures which may, in particular, impact on common scoter through
changes to their benthic feeding grounds. However, aggregrate extraction
tends to be temporary and localised and so is not anticipated that moderate
and targeted extraction will present a significant risk to either of the qualifying
species.
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Liverpool Bay is an attractive location for the off-shore renewal energy industry
and there is evidence that red-throated divers and common scoters are
displaced by the presence of the turbines and the associated activities of
construction and maintenance vessels. A number of wind farms in the site are
currently in operation, under construction or consented.
There are a number of areas along the coast where marine tourism and leisure
activities are common, with existing marinas and partially completed and
proposed marina developments. As a result of these leisure users of the area,
in combination with the whole suite of commercial activities, including those
outlined above, the site is a very active boating and shipping site. However,
most vessel activity is restricted to well-established areas which the birds
already tend to avoid.
Source: Joint Nature Conservation Committee
Malham Tarn
Status: Ramsar
Ramsar
A wetland comprising areas of open water, fen, soligenous fen and raised
bog. These habitats hold important communities of rare plant species and
wetland invertebrates, and are of types now highly restricted due to
drainage and land use changes.
Area: 286.26 hectares
Vulnerability
Contains the highest marl lake in Britain, along with acidophilous bog,
calcareous fen and soligenous Mire (Ramsar criterion 1).
Supports the nationally rare alpine bartisia Bartsia alpina and narrow small
reed Calamagrostis stricta and seven nationally scarce species. Supports
five listed British Red Data Book invertebrates including the caddis fly
Agrypnia crassicornis (Ramsar criterion 2).
Source: Joint Nature Conservation Committee
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Manchester Mosses
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
7120 Degraded raised bogs still capable of natural regeneration
Mossland formerly covered a very large part of low-lying Greater
Manchester, Merseyside and southern Lancashire, and provided a severe
obstacle to industrial and agricultural expansion. While most has been
converted to agriculture or lost to development, several examples have
survived as degraded raised bog, such as Risley Moss, Astley & Bedford
Mosses and Holcroft Moss on the Mersey floodplain. Their surfaces are
now elevated above surrounding land due to shrinkage of the surrounding
tilled land, and all except Holcroft Moss have been cut for peat at some
time in the past. While past drainage has produced dominant purple moor
grass Molinia caerulea, bracken Pteridium aquilinum and birch Betula spp.
scrub or woodland, wetter pockets have enabled the peat-forming species
to survive. Recent rehabilitation management on all three sites has
caused these to spread.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
Not applicable.
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
Area: 172.81 hectares
Vulnerability
Manchester Mosses SAC consists of three sites (Risley Moss, Holcroft Moss
and Astley and Bedford
Mosses). Risley Moss is owned and managed by Warrington Borough Council,
while Holcroft Moss is owned and managed by Cheshire Wildlife Trust. Both of
these sites are undergoing restoration. Part of Astley and Bedford Mosses is
owned and managed by Lancashire Wildlife Trust and is undergoing
restoration, but the remainder (approximately 50%) is in private ownership.
Management agreements or purchase of the land will be necessary for
restoration on these areas.
All three sites have suffered from drainage in the past and are affected by
continued, if reduced, drainage, particularly from boundary ditches. Agricultural
land forms a significant part of the adjacent land on all three sites, which will
have implications for restoration, particularly as re-wetting is one of the key
requirements. Adjacent land will need to be taken into consideration and
possibly placed under suitable management. All three sites are affected by
scrub invasion, which is being controlled in some areas but will need further
attention. Impacts on groundwater will need to be investigated, such as water
abstraction, mineral extraction and waste management (landfill). The sites are
located close to heavy industry (Greater Manchester,Merseyside). Air quality
may therefore have an impact on Sphagnum regeneration and will need
investigating.
Source: Joint Nature Conservation Committee
Martin Mere
SPA
This site comprises occupies part of a former lake
and mire that extended extensively over the
Lancashire Coastal Plain during the 17th century.
It comprises open water, seasonally flooded marsh
Status: SPA/Ramsar
Ramsar
Martin Mere occupies part of a former lake and
mire which extended over some 1300 hectares of
the Lancashire Coastal Plain during the 17th
century. In 1972 the Wildfowl and Wetlands Trust
173
Area: 119.89 hectares
Vulnerability
Since the sites designation as a Wetland of
International Importance under the Ramsar
Convention and as a Special Protection Area in
1985 there has been a gradual increase in the
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and damp, neutral hay meadows overlying deep
peat.
This site qualifies under Article 4.1 of the Directive
(79/409/EEC) by supporting over-wintering
populations of European importance of Bewick’s
Swan (Cygnus columbianus bewickii), and
Whooper Swan (Cygnus Cygnus), which are
species listed on Annex 1 of the Directive.
The site qualifies under Article 4.2 of the Directive
(79/409/EEC) by supporting populations of
European importance of Pink-footed Goose (Anser
brachyrhynchus) and Pintail (Anas acuta) and
Wigeon (Anas penelope).
purchased 147 hectares of the former Holcrofts
Farm, consisting mainly of rough damp pasture,
with the primary aim of providing grazing and
roosting opportunities for wildfowl. Since
acquisition the rough grazed pastures have been
transformed by means of positive management
into a wildfowl refuge of international importance.
Areas of open water with associated muddy
margins have been created, whilst maintaining
seasonally flooded marsh and reed swamp
habitats via water level control. In addition large
areas of semi- improved damp grassland,
unimproved species rich damp grassland and rush
pasture have been maintained and enhanced via
appropriate grazing management. Of the pastures
the most botanically important are those species
rich areas supporting whorled caraway, present
here at one of very few sites in northern England.
Such pastures are nationally important. However,
the outstanding importance of Martin Mere is as a
refuge for its large and diverse wintering, passage
and breeding bird community. In September 2002,
an additional 63 hectares of land were purchased
on the southern most part of the refuge at
Woodend Farm, with the aid of the Heritage
Lottery Fund, to restore arable land to a variety of
wetland habitats including seasonally flooded
grassland, reedbed, wet woodland and open water
habitats. These are all key Biodiversity Action Plan
habitats within the Lancashire Plain and Valleys
Natural Area.
usage of the mere by certain species of wildfowl
and wading birds as a direct consequence of
positive management.
The refuge is vulnerable to water levels being
adversely affected water abstraction for
agriculture, but this is closely monitored /controlled
by the Environment Agency in consultation with
English Nature. Similarly the refuge is vulnerable
to changes in farming practice. Grazing
management is largely dependent upon cattle from
surrounding farms.
It supports assemblages of international
importance with peak counts in winter of 25306
waterfowl (Ramsar criterion 5).
Water levels on the Mere are controlled to
maintain optimum levels throughout the winter
period, then lowered progressively in summer to
expose marginal mud and the underlying damp
pastures and maintain a mosaic of shallow pools.
Ditches are regularly cut and dredged and all
areas of pasture are positively managed under a
Countryside Stewardship Scheme. Nutrients
brought in with the water supply from the
surrounding arable farmland and inadequate
sewage treatment adds considerably to the large
deposits of guano from wintering waterfowl. This
results in the refuge being highly eutrophic with
extremely poor water quality conditions and
creates the possible risk of water borne diseases
which could affect waterfowl, although no such
outbreaks have been recorded. Water quality
issues have started to be addressed by WWT with
the creation of reedbed water filtration systems
and a series of settlement lagoons helps to reduce
suspended solids of effluent water arising from
waterfowl areas.
It has species/populations occurring at levels of
Regular herbicide control of trifid burr marigold is
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international importance (Ramsar criterion 6) in
spring/autumn: Pink-footed goose (Anser
brachyrhynchus) and in winter: Bewick's swan
(Cygnus columbianus bewickii), Whooper swan
(Cygnus cygnus), wigeon (Anas penelope),
Northern pintail (Anas acuta).
necessary in order to prevent this plant from
invading lake/scape margins to the detriment of
bird populations.
Status: SPA/Ramsar
Ramsar
The Mersey is a large, sheltered estuary which
comprises large areas of saltmarsh and extensive
intertidal sand and mudflats, with limited areas of
brackish marsh, rocky shoreline and boulder clay
cliffs, within a rural and industrial environment. The
intertidal flats and saltmarshes provide feeding
and roosting sites for large and internationally
important populations of waterfowl. During the
winter, the site is of major importance for duck and
waders. The site is also important during spring
and autumn migration periods, particularly for
wader populations moving along the west coast of
Britain.
Are: 5023.35 hectares
Vulnerability
Wintering bird numbers and associated intertidal
flats are robust to day-to-day change.
Nevertheless, the estuary is subject to multiple
uses; it is heavily industrialised, a substantial
urban conurbation, has multiple transport
requirements and increasing recreational activities.
The site is vulnerable to physical loss through
land-claim and development, physical damage
caused by navigation capital and maintance
dredging, agricultural requirements, non-physical
loss, toxic and non-toxic contamination and
biological disturbance by wildfowling. The Special
Protection Area status, requirements for
Environmental Impact Assessment and the
estuary management plan should, however,
safeguard the site.
Source: Joint Nature Conservation Committee
Mersey Estuary
SPA
The estuary supports extensive areas of
and inter-tidal sand and mudflats, with limited
areas of brackish marsh and saltmarsh.
This site qualifies under Article 4.1 of the Directive
(79/409/EEC) by supporting over-wintering
populations of Golden Plover (Pluvialis apricaria).
The site qualifies under Article 4.2 of the Directive
(79/409/EEC) by supporting populations of
European importance of Pink-footed Goose (Anser
brachyrhynchus) and Pintail (Anas acuta), Teal
(Anas crecca), Wigeon (Anas penelope), Dunlin
(Calidris alpina alpina), Black-tailed Godwit
(Limosa limosa islandica), Curlew (Numenius
arquata), Grey Plaover (Pluvialis squatarola),
Great Crested Grebe (Podiceps cristatus),
Shelduck (Tadorna tadorna), Redshank (Tringa
tetanus) and Lapwing (Vanellus vanellus).
On passage the area regularly supports:
Ringed Plover (Charadrius hiaticula) and
Redshank (Tringa totanus).
It supports assemblages of international
importance with peak counts in winter of 89576
waterfowl (Ramsar criterion 5).
It has species/populations occurring at levels of
international importance (Ramsar criterion 6) in
spring/autumn: Common shelduck (Tadorna
tadorna), Black-tailed godwit (Limosa limosa
islandica) and Common redshank (Tringa totanus
totanus) and in winter: Eurasian teal (Anas
crecca), Northern pintail (Anas acuta) and Dunlin
(Calidris alpina alpina).
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Source: Joint Nature Conservation Committee
Morecambe Bay
SAC features of European
importance
Area: 61506.2237404.6 hectares
Annex I habitats that are a primary
reason for selection of this site
1130 Estuaries
Morecambe Bay in north-west
England is the confluence of four
principal estuaries, the Leven,
Kent, Lune and Wyre (the latter lies
just outside the site boundary),
together with other smaller
examples such as the Keer.
Collectively these form the largest
single area of continuous intertidal
mudflats and sandflats in the UK
and the best example of muddy
sandflats on the west coast. The
estuaries are macro-tidal with a
spring tidal range of 9 m. The
significant tidal prisms of the
estuaries result in the Bay being
riven by large low-water channel
systems. The Kent, Leven and
Lune estuaries have been modified
variously by railway embankments,
flood embankments and training
walls but support extensive
intertidal areas. Although cobble
‘skears’ and shingle beaches occur
at their mouths, the estuaries
consist predominantly of fine sands
Status: SAC/SPA/Ramsar
SPA
Area: 37404.6 hectares
Ramsar
This site is predominantly comprised of
tidal rivers, estuary, mud flats, sand
flats and lagoons. There are also
areas of salt marshes/pastures, sand
dunes/sand beaches and shingle.
This site qualifies under Article 4.1 of
the Directive (79/409/EEC) as during
the breeding season the area regularly
supports populations of European
importance of Sterna sandvicensis.
The site qualifies under Article 4.2 of
the Directive (79/409/EEC) as over
winter the area regularly supports
populations of European importance of
Anas acuta, Anser rachyrhynchus,
Arenaria interpres, Calidris alpina
alpine, Calidris canutus, Haematopus
ostralegus, Limosa lapponica,
Numenius arquata, Pluvialis
squatarola, Tadorna
tadorna and Tringa tetanus. On
passage the area regularly supports
significant populations of Charadrius
hiaticula.
The site also qualifies under Article 4.2
of the Directive (79/409/EEC) as
having an internationally important
assemblage of birds. During the
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Morecambe Bay lies between the
coasts of South Cumbria and
Lancashire, and represents the largest
continuous intertidal area in Britain.
Morecambe Bay comprises the
estuaries of five rivers and the
accretion of mudflats behind Walney
Island. The area is of intertidal mud
and sandflats, with associated
saltmarshes, shingle beaches and
other coastal habitats. It is a
component in the chain of west coast
estuaries of outstanding importance
for passage and overwintering
waterfowl (supporting the third-largest
number of wintering waterfowl in
Britain), and breeding waterfowl, gulls
and terns.
It is a staging area for migratory
waterfowl including internationally
important numbers of passage ringed
plover Charadrius hiaticula (Ramsar
criterion 4).
It has waterfowl assemblages of
international importance (Ramsar
criterion 5) and in winter 223,709
waterfowl have been recorded. It also
has waterfowl species/ populations
Area: see below
Vulnerability
SAC
There are a wide range of
pressures on Morecambe Bay but
the site is relatively robust and
many of these pressures have
only slight or local effects on its
interests. The interests depend
largely upon the coastal processes
operating within the Bay, which
have been affected historically by
human activities including coastal
protection and flood defence
works. Opportunities to reverse
coastal squeeze are being
explored. The saltmarsh is
traditionally grazed and is
generally in favourable condition
for its bird interest. Most of the
saltmarsh is traditionally grazed
and is utilised by breeding,
wintering and migrating birds for
feeding, roosting and nesting
purposes. Positive management is
being secured through NGO
reserve management plans,
English Nature's Site Management
Statements and Coastal Wildlife
Enhancement Scheme, the
European Marine Site
Management Schemes for the
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and muddy sands. The estuaries
support dense invertebrate
communities, their composition
reflecting the salinity and sediment
regimes within each estuary.
Extensive saltmarshes and
glasswort Salicornia spp. beds are
present in the Lune estuary,
contrasting with the fringing
saltmarshes and more open
intertidal flats of the Leven and Kent
estuaries. Most of the saltmarshes
are grazed, a characteristic feature
of north-west England. In the upper
levels of the saltmarshes there are
still important transitions from
saltmarsh to freshwater and
grassland vegetation. Water quality
is generally good.
breeding season the area regularly
supports 61,858 seabirds and over
winter the area regularly supports
210,668 waterfowl.
occurring at levels of international
importance (Ramsar criterion 6).
Duddon Estuary and Morecambe
Bay, and the Duddon Estuary and
Morecambe Bay Partnerships.
These aim for sustainable use of
the site, taking account of other
potential threats including
commercial fisheries, aggregate
extraction, gas exploration,
recreation and other activities.
SPA
The site is subject to a wide range
of pressures such as land-claim
for agriculture, overgrazing,
dredging, overfishing, industrial
uses and unspecified pollution.
However, overall the site is
relatively robust and many of
those pressures have only slight to
local effects and are being
addressed thorough Management
Plans. The breeding tern interest
is very vulnerable and the colony
has recently moved to the
adjacent Duddon Estuary. Positive
management is being secured
through management plans for
non-governmental organisation
reserves, English Nature Site
Management Statements,
European Marine Site
Management Scheme, and the
Morecambe Bay Partnership.
1140 Mudflats and sandflats not
covered by seawater at low tide
Morecambe Bay in north-west
England is the confluence of four
principal estuaries, the Leven, Kent,
Lune and Wyre (the latter lies just
outside the site boundary), together
with other smaller examples such
as the Keer. Collectively these form
the largest single area of
continuous intertidal mudflats and
sandflats in the UK and the best
example of muddy sandflats on the
west coast. At low water, large
areas of sandflats are exposed, and
these range from the mobile fine
sands of the outer Bay to more
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sheltered sands in the inner areas.
With increasing shelter in the Bay’s
adjoining estuaries, finer sediments
settle out and form extensive
mudflats, supporting a particularly
rich and diverse range of infaunal
species.
1160 Large shallow inlets and
bays
Morecambe Bay in north-west
England is the second-largest
embayment in the UK, after the
Wash. It is a large, very shallow,
predominantly sandy bay bordered
on the south by the channel of the
Lune estuary and on the north by
Walney Channel. At low tide vast
areas of intertidal sandflats are
exposed, with small areas of
mudflat, particularly in the upper
reaches of the associated
estuaries. The sediments of the bay
are mobile and support a range of
community types, from those typical
of open coasts (mobile, well-sorted
fine sands), grading through
sheltered sandy sediments to lowsalinity sands and muds in the
upper reaches. Apart from the
areas of intertidal flats and subtidal
sandbanks, Morecambe Bay
supports exceptionally large beds of
mussels Mytilus edulis on exposed
‘scars’ of boulder and cobble, and
small areas of 1170 Reefs with
fucoid algal communities. Of
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particular note is the rich
community of sponges and other
associated fauna on tide-swept
pebbles and cobbles at the
southern end of Walney Channel.
1220 Perennial vegetation of
stony banks
Morecambe Bay represents
Perennial vegetation of stony
banks in north-west England.
Walney Island on the shores of
Morecambe Bay is a barrier island
fringed by shingle with a partial
sand covering. Two areas of
exposed vegetated shingle occur at
the extremes of the barrier. The
southern area has been highly
modified by eutrophication from a
large gull colony, resulting in
communities that are unusually
species-rich for pioneer shingle
vegetation. Perennial rye-grass
Lolium perenne, common
chickweed Stellaria media and
biting stonecrop Sedum acre are
constant elements, with dove’s-foot
crane’s-bill Geranium molle an
unusual and important feature.
1310 Salicornia and other
annuals colonising mud and
sand
Two types of pioneer saltmarsh are
represented at Morecambe Bay in
north-west England. Pioneer
glasswort Salicornia spp. saltmarsh
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occurs intermittently along the
coastline of the bay, forming a
transition from the extensive
intertidal sand and mudflats to the
distinctive saltmeadows at this site.
The sea pearlwort Sagina maritima
community occurs in open pans on
the upper marsh.
1330 Atlantic salt meadows
(Glauco-Puccinellietalia
maritimae)
Morecambe Bay is characteristic of
saltmarshes in north-west England,
with large areas of closely grazed
upper marsh. The mid-upper marsh
vegetation is strongly dominated by
the saltmarsh-grass/fescue
Puccinellia/Festuca communities, of
which over 1,000 ha occur here,
and by smaller areas of saltmarsh
rush Juncus gerardii community.
NVC type SM18 Juncus maritimus
community is also more strongly
represented here than elsewhere in
England. The plant species include
both southern elements, such as
lesser centaury Centaurium
pulchellum, and northern elements,
such as saltmarsh flat-sedge
Blysmus rufus and few-flowered
spike-rush Eleocharis quinqueflora.
2120 Shifting dunes along the
shoreline with Ammophila
arenaria (`white dunes`)
Shifting dune vegetation forms a
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major component of the active sand
dune systems at the entrance to
Morecambe Bay on Walney Island
and the Duddon Estuary at
Sandscale Haws. A small area is
also present at the entrance to the
Wyre. Sandscale Haws supports a
mosaic of shifting communities,
which form a continuous block
around the seaward edge of this
site. There are transitions to 2110
Embryonic shifting dunes. The
prograding shingle spits at either
end of Walney Island support dune
systems at South End and North
End Haws. Species associated with
these shifting dunes include sea
holly Eryngium maritimum, sea
spurge Euphorbia paralias, Portland
spurge Euphorbia portlandica and
sea bindweed Calystegia
soldanella.
2130 Fixed dunes with
herbaceous vegetation (`grey
dunes`) * Priority feature
Sandscale Haws at the entrance to
the Duddon Estuary supports the
largest area of calcareous fixed
dunes in Cumbria, which contrast
with the acidic dunes at the
adjacent North End Haws on
Walney Island. South End Haws on
Walney Island supports a smaller
area of fixed dunes. North Walney
and Sandscale in particular show
well-conserved structure and
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function. The fixed dunes support a
rich plant diversity including wild
pansy Viola tricolor, lady’s bedstraw
Galium verum, common restharrow
Ononis repens and the uncommon
dune fescue Vulpia membranacea
and dune helleborine Epipactis
dunensis.
2190 Humid dune slacks
Dune slacks are particularly wellrepresented at Sandscale Haws,
the largest calcareous dune system
in Cumbria. The slacks support a
good range of vegetation
communities and are very speciesrich. Several uncommon species
including marsh helleborine
Epipactis palustris, dune
helleborine Epipactis dunensis and
coralroot orchid Corallorhiza trifida
occur.
Annex I habitats present as a
qualifying feature, but not a
primary reason for selection of
this site
1110 Sandbanks which are
slightly covered by sea water all
the time
1150 Coastal lagoons * Priority
feature
1170 Reefs
2110 Embryonic shifting dunes
2150 Atlantic decalcified fixed
dunes (Calluno-Ulicetea) *
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Priority feature
2170 Dunes with Salix repens
ssp. argentea (Salicion arenariae)
Annex II species that are a primary
reason for selection of this site
1166 Great crested newt Triturus
cristatus
The site, located on the southern
shore of the Duddon estuary in
north-west England, consists of a
large sand dune complex
containing both permanent and
ephemeral waterbodies and manmade scrapes. Breeding colonies of
great-created newts are known in
approximately 20 of these ponds,
and are believed to utilise 200 ha of
the 282 ha site, foraging widely
over foreshore, yellow dunes, duneheath and scrub.
Annex II species present as a
qualifying feature, but not a
primary reason for site selection
Not applicable.
Source: Joint Nature Conservation Committee
Morecambe Bay Pavements
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
3140 Hard oligo-mesotrophic waters with benthic vegetation of
Chara spp.
Area: 2609.69 hectares
Vulnerability
SAC
The cSAC is subject to a number of problems related to the decline of
traditional management practices. The under-grazing of grasslands and decline
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Hawes Water is a lowland lake in northern England within Morecambe
Bay Pavements. It is a lake on a predominantly Carboniferous limestone
foundation and has a substrate of deep lacustrine shell-marl. The water is
highly calcareous and the lake is fed by springs within it. This site is
considered to be the best example of a lowland hard oligo-mesotrophic
lake with Chara spp. in England, owing to the clarity, low nutrient status
and high calcium content of its water. The rare rugged stonewort Chara
rudis and scarce species C. aspera, C. hispida and C. pedunculata occur
here.
of traditional cattle grazing is leading to the loss of sward diversity and scrub
encroachment problems. Localised overgrazing (sheep-dominated) has
impoverished the pavement flora on one of the component sites. A decline of
traditional coppice management has reduced the interest of some of the
woodland sites. The planting of non-native conifer crops on some of the sites
has led to localised declines in condition. However, large parts of the site are
nature reserves and are sensitively managed. A major restoration project
funded by LIFE Nature is in progress to remove non-native conifer plantations
and further other aspects of site restoration.
5130 Juniperus communis formations on heaths or calcareous
grasslands
The problems are being addressed primarily through a series of management
agreements. These include English Nature Wildlife Enhancement Schemes,
Environmentally Sensitive Area Agreements, and Woodlands Grant Schemes.
Morecambe Bay Pavements represents Juniperus communis
formations on 8240 Limestone pavements at low to intermediate
altitude in north-west England. In contrast to most other areas in northern
England, these are ungrazed or grazed at low intensity and have affinities
to southern mixed scrub, owing to the presence of species such as wild
privet Ligustrum vulgare and burnet rose Rosa pimpinellifolia. Other
stands occur on 6210 semi-natural dry grassland dominated by blue
moor-grass Sesleria caerulea.
6210 Semi-natural dry grasslands and scrubland facies: on
calcareous substrates (Festuco-Brometalia)
Extensive CG9 Sesleria albicans – Galium sterneri grasslands occur at
Morecambe Bay Pavements in north-west England. The grassland, which
has an overall northern character, is also rich in southern lowland species,
so providing important regional variation distinct from Craven Limestone
Complex and Moor House – Upper Teesdale, also in northern England.
There is a wide range of structural variation associated with intensity of
grazing and the presence of cliffs, screes, and 8240 Limestone
pavements on the margins of the grassland stands. There are important
transitions to calcareous scrub and 9180 Tilio-Acerion forests.
8240 Limestone pavements * Priority feature
This is one of four sites in northern England representing Limestone
pavements on Carboniferous limestone. This site provides an example of
lowland pavements that range from low to moderate altitudes (up to
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274 m). Some of the pavements form woodland clearings that are
sheltered and warm up quickly in spring. The pavement flora is here at its
most diverse and, where grazing is absent, can be seen at its best
because plant growth is not confined to the grikes. Trees and shrubs,
including yew Taxus baccata, juniper Juniperus communis, buckthorn
Rhamnus cathartica, hazel Corylus avellana, small-leaved lime Tilia
cordata and ash Fraxinus excelsior, grow above the pavement surface.
Some pavements lie within sheep pasture but are for the most part lightly
grazed. Rustyback Ceterach officinarum is restricted to pavements that
form sheltered woodland clearings. Other ferns occurring on the site
include the nationally scarce rigid buckler-fern Dryopteris submontana,
which is abundant on Hutton Roof Crags, and limestone fern
Gymnocarpium robertianum. These pavements tend to be rich in herbs,
with lily-of-the-valley Convallaria majalis, dark-red helleborine Epipactis
atrorubens, pale St John’s-wort Hypericum montanum, ploughman’sspikenard Inula conyzae, angular Solomon’s-seal Polygonatum odoratum,
wood-sage Teucrium scorodonia, lesser meadow-rue Thalictrum minus
and hairy violet Viola hirta achieving their best representation in limestone
pavement here.
9180 Tilio-Acerion forests of slopes, screes and ravines * Priority
feature
Woodland within Morecambe Bay Pavements, along with the nearby
Roudsea Wood, represents Tilio-Acerion forests on Carboniferous
limestone in north-west England. Although close to the northern limit of
lime distribution, the ash Fraxinus excelsior-dominated woodland around
Morecambe Bay contains many patches of small-leaved lime Tilia
cordata, which survive sometimes with elm Ulmus spp., often along
outcrop edges. There is a rich assemblage of rare species, including
fingered sedge Carex digitata, wood fescue Festuca altissima and
mezereon Daphne mezereum. The habitat type occurs here both on 8240
Limestone pavements and on loose scree and steep slopes.
91J0 Taxus baccata woods of the British Isles * Priority feature
Morecambe Bay Pavements is an example of yew Taxus baccata woods
in north-west England. The site is similar to the nearby Roudsea Wood
and Mosses. These yew woods are on the northern Carboniferous
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limestone and, as in the Wye Valley, yew occurs both as dense groves
and as scattered trees in the understorey of ash or ash-elm FraxinusUlmus woodland. Yew woodland here represents the development of
long-established stands on unstable scree and rocky slopes.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
4030 European dry heaths
7210 Calcareous fens with Cladium mariscus and species of the
Caricion davallianae * Priority feature
91A0 Old sessile oak woods with Ilex and Blechnum in the British
Isles
Annex II species that are a primary reason for selection of this site
1014 Narrow-mouthed whorl snail Vertigo angustior
Morecambe Bay Pavements represents narrow-mouthed whorl snail
Vertigo angustior in north-west England, near the northern limit of its
range in the UK. Gait Barrows supports strong populations of the species
in mossy clint tops of Annex I habitat 8240 Limestone pavements at
transitions to woodland, an unusual habitat for the species.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
Source: Joint Nature Conservation Committee
North Pennine Dales Meadows
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
6520 Mountain hay meadows
The North Pennine Dales contain a series of isolated fields within several
north Pennine and Cumbrian valleys. The site encompasses the range of
variation exhibited by Mountain hay meadows in the UK and contains
the major part of the remaining UK resource of this habitat type. The
grasslands included within the site exhibit very limited effects of
Area: 497.09 hectares
Vulnerability
These grasslands are dependent upon traditional agricultural management,
with hay-cutting and no or minimal use of agrochemicals. Such management is
no longer economic. Management agreements and ESA payments are being
used to promote the continuation of traditional management. The refining of the
prescriptions underpinning these schemes in the light of the findings of
monitoring programmes is an important, continuing, part of delivering
favourable condition.
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agricultural improvement and show good conservation of structure and
function. A wide range of rare and local meadow species are contained
within the meadows, including globeflower Trollius europaeus, the lady’smantles Alchemilla acutiloba, A. monticola and A. subcrenata, and spignel
Meum athamanticum.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
6410 Molinia meadows on calcareous, peaty or clayey-silt-laden soils
(Molinion caeruleae)
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
Source: Joint Nature Conservation Committee
North Pennine Moors
SAC features of European importance
Area: 103109.42 hectares
Annex I habitats that are a primary reason for
selection of this site
4030 European dry heaths
The North Pennine Moors (along with the North
York Moors) hold much of the upland heathland
of northern England. At higher altitudes and to
the wetter west and north of the site complex, the
heaths grade into extensive areas of 7130
blanket bogs. The most abundant heath
communities are H9 Calluna vulgaris –
Deschampsia flexuosa heath and H12 Calluna
vulgaris – Vaccinium myrtillus heath. There are
also examples of H18 Vaccinium myrtillus –
Deschampsia flexuosa, H10 Calluna vulgaris –
Erica cinerea and H21 Calluna vulgaris –
Status: SAC/SPA
SPA
Area: 147246.41 hectares
This site is predominantly comprises: heath, bogs,
marshes and fen and some grassland, with a small
coverage of broad-leaved deciduous woodland.
This site qualifies under Article 4.1 of the Directive
(79/409/EEC) as during the breeding season it
regularly supports populations of European
importance of Hen Harrier (Circus cyaneus) and
Merlin (Falco columbarius).
Perigrine Falcon (Falco peregrinus) and Golden
Plover (Pluvialis apricaria).
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Area: see below
Vulnerability
SAC
All interest features have been affected by
excessive livestock grazing levels across parts of
the site. These have been, and are still,
encouraged by headage payments, but
agreements with graziers and moorland owners,
including those in Wildlife Enhancement and
Countryside Stewardship schemes, are starting to
overcome the problems of overgrazing. In places,
the difficulty of reaching agreements on commons,
which cover much of the site, means that
successes are limited at present, and continues to
prevent restoration. Drainage of wet areas can
also be a problem; drains have been cut across
many areas of blanket bog, disrupting the
hydrology and causing erosion, but in most parts
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these are being blocked and the habitat restored
under agreements. Burning is a traditional
management tool on these moorlands, which
contributes to maintaining high populations of SPA
breeding birds. However, over-intensive and
inappropriate burning is damaging to heath and
blanket bog and further agreements are needed
with the landowners to achieve sympathetic
burning regimes. Restoration, to some degree, of
a mosaic of more natural habitats across parts of
the site is desirable. Acid and nitrogen deposition
continue to have damaging effects on the site.
Vaccinium myrtillus – Sphagnum capillifolium
heaths.
5130 Juniperus communis formations on
heaths or calcareous grasslands
The North Pennine Moors includes one major
stand of juniper scrub in Swaledale as well as a
number of small and isolated localities. The
Swaledale site grades into heathland and
bracken Pteridium aquilinum but the core area of
juniper is of W19 Juniperus communis – Oxalis
acetosella woodland with scattered rowan
Sorbus aucuparia and birch Betula spp.
SPA
The North Pennine Moors covers nearly 150,000
hectares and is largely heather moorland, either as
blanket bog or drier heathland, with smaller
associated areas of wetland, grassland, bracken,
scrub, woodland and cliff. The habitats and
qualifying breeding bird populations are mostly
dependant upon stock grazing and burning at
sympathetic levels. The continuation of these
practices relies on their profitability, including any
subsidy or incentive payments. Over-grazing,
over-burning and other forms of intensive
agricultural or sporting management (e.g.
drainage) may be damaging. These issues are
being partly addressed through management
agreements and related incentives. Further
legislation relating to Common land and reform of
the Common Agricultural Policy would achieve
sustainable solutions.
7130 Blanket bogs * Priority feature
The North Pennine Moors hold the major area of
blanket bog in England. A significant proportion
remains active with accumulating peat, although
these areas are often bounded by sizeable zones
of currently non-active bog, albeit on deep peat.
The main NVC type is M19 Calluna vulgaris –
Eriophorum vaginatum blanket mire, but there is
also representation of M18 Erica tetralix –
Sphagnum papillosum blanket mire and some
western localities support M17 Scirpus
cespitosus – Eriophorum vaginatum blanket mire.
Forms of M20 Eriophorum vaginatum blanket
mire predominate on many areas of non-active
bog.
7220 Petrifying springs with tufa formation
(Cratoneurion) * Priority feature
The petrifying springs habitat is very localised
in occurrence within the North Pennine Moors,
but where it does occur it is species-rich with
abundant bryophytes, sedges and herbs
including bird’s-eye primrose Primula farinosa
Recreational activity may be problematic but is
addressed through Site Management Statements
and through continuing working with Local
Authorities to manage access. There is evidence
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that acidic and nitrogen deposition are having
damaging effects on the vegetation and hence on
the bird populations. Such issues are being
addressed through existing pollution control
mechanisms. Within this large site there is scope
to enhance many of the more natural habitats and
species whilst maintaining the core SPA interests.
and marsh valerian Valeriana dioica.
8220 Siliceous rocky slopes with
chasmophytic vegetation
Acidic rock outcrops and screes are wellscattered across the North Pennine Moors and
support vegetation typical of Siliceous rocky
slopes with chasmophytic vegetation in
England, including a range of lichens and
bryophytes, such as Racomitrium lanuginosum,
and species like stiff sedge Carex bigelowii and
fir clubmoss Huperzia selago.
91A0 Old sessile oak woods with Ilex and
Blechnum in the British Isles
Birk Gill Wood is an example of old sessile oak
woods well to the east of the habitat’s main
distribution in the UK. However, this sheltered
river valley shows the characteristic rich
bryophyte and lichen communities of the type
under a canopy of oak, birch Betula sp. and
rowan Sorbus aucuparia. The slopes are
boulder-strewn, with mixtures of heather Calluna
vulgaris, bilberry Vaccinium myrtillus and moss
carpets in the ground flora.
Annex I habitats present as a qualifying
feature, but not a primary reason for selection
of this site
4010 Northern Atlantic wet heaths with Erica
tetralix
6130 Calaminarian grasslands of the
Violetalia calaminariae
6150 Siliceous alpine and boreal grasslands
6210 Semi-natural dry grasslands and
scrubland facies: on calcareous substrates
(Festuco-Brometalia)
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7230 Alkaline fens
8110 Siliceous scree of the montane to snow
levels (Androsacetalia alpinae and
Galeopsietalia ladani)
8210 Calcareous rocky slopes with
chasmophytic vegetation
Annex II species that are a primary reason for
selection of this site
Not applicable.
Annex II species present as a qualifying
feature, but not a primary reason for site
selection
1528 Marsh saxifrage Saxifraga hirculus
Source: Joint Nature Conservation Committee
Ribble & Alt Estuaries
SPA
This site comprises two estuaries, together with an
extensive area of sandy foreshore along the
Sefton Coast. The site consists of extensive sand
and mud flats and in the Ribble Estuary, large
areas of saltmarsh. There are also areas of
coastal grazing marsh located behind the sea
embankments. The intertidal flats are rich in
invertebrates, on which waders and wildfowl feed.
This site qualifies under Article 4.1 of the Directive
(79/409/EEC) by supporting populations of
European importance of Common Tern (Sterna
hirundo) and Ruff (Philomachus pugnax), which
are species listed on Annex 1 of the Directive.
Over winter the site supports populations of
European importance of Bar-tailed Godwit (Limosa
lapponica), Bewick’s Swan (Cygnus columbianus
bewickii), Golden Plover (Pluvialis apricaria) and
Status: SPA/Ramsar
Ramsar
A large area including two estuaries which form
part of the chain of west coast sites which fringe
the Irish Sea. The site is formed by extensive sand
and mudflats backed, in the north, by the
saltmarsh of the Ribble Estuary and, to the south,
the sand dunes of the Sefton Coast. The tidal flats
and saltmarsh support internationally important
populations of waterfowl in winter and the sand
dunes support vegetation communities and
amphibian populations of international importance.
Its sand dunes support up to 40% of the Great
Britain population of Natterjack Toads (Ramsar
criterion 2).
It has waterfowl assemblages of international
importance (Ramsar criterion 5) Species with peak
counts in winter of 222,038 waterfowl.
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Are: 12412.31 hectares
Vulnerability
Overall, the dunes, intertidal flats and saltmarsh
enjoy a relatively robust status and a favourable
condition. However, the site is, in places, subject
to pressure from recreation, built development
(including coastal defence), wildfowling and
industry, including sand-winning. Wildfowling is
not considered to have a significant impact in
terms of direct take; resulting disturbance is
effectively managed through the provision of
refuge areas and strict regulation on shooting
activities. Military activities only take place at
Altcar Rifle
Range which is adjacent to the Alt Estuary.
Recreation is informal and of relatively low
intensity along most of the Sefton Coast and in
the Ribble Estuary. There is no longer a
registered beach airfield at Sefton, however
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Whooper Swan (Cygnus Cygnus), which are
species listed on Annex 1 of the Directive.
The site qualifies under Article 4.2 of the Directive
(79/409/EEC) by supporting populations of
European importance of Lesser Black-backed Gull
(Larus fuscus) during the breeding season. On
passage it also supports populations of European
importance of Ringed Plover (Charadrius hiaticula)
and Sanderling (Calidris alba). Over winter it
supports populations of European importance of
Black-tailed Godwit (Limosa limosa islandi), Dunlin
(Calidris alpina alpina), Grey Plover (Pluvialis
squatarola), Knot (Calidris canutus),
Oystercatcher (Haematophus ostralegus), Pinkfooted Goose (Anser brachyrhynchus), Pintail
(Anasacuta), Redshank (Tringa tetanus),
Sanderling (Calidris alba), Shelduck (Tadorna
tadorna), Teal (Anas crecca) and Wigeon (Anas
Penelope).
It has waterfowl species /populations occurring at
levels of international importance (Ramsar criterion
6). Species regularly supported during the
breeding season: Lesser black-backed gull (Larus
fuscus graellsii). Species with peak counts in
spring/autumn:
Ringed plover (Charadrius hiaticula), Grey plover
(Pluvialis squatarola), Red knot (Calidris canutus
islandica), Sanderling (Calidris alba), Black-tailed
godwit (Limosa limosa islandica), Common
redshank (Tringa totanus tetanus) and Lesser
black-backed gull (Larus fuscus graellsii). Species
with peak counts in winter: Bewick's swan (Cygnus
columbianus bewickii), Whooper swan (Cygnus
Cygnus) and Pink-footed goose (Anser
brachyrhynchus).
Petalwort (Petalophyllum ralfsii) is noteworthy flora
present at the site.
occasional landing of pleasure craft may be
requested during large events. Beach activities
are managed by the Beach Management Plan.
Sand-winning was addressed during a Public
Inquiry in August 2001, with the result that
detailed environmental monitoring will now be
incorporated into the renewed planning
permission. Much of the site attracts beneficial
land management via the implementation of
agreed plans for three NNRs, two LNRs and other
initiatives developed by the Sefton Coast
Partnership. These plans/initiatives are
addressing a number of these pressures, whilst
other pressures will be addressed following
procedures under the Habitat Regulations. Wider
land management issues are being developed via
the neighbouring Ribble and Mersey Estuary
Strategies. The issue of grazing pressure on the
saltmarsh will be addressed through a
management agreement to reduce the grazing
pressure.
Although there is little evidence of sea-level rise
so far, the extent and distribution of habitats
remains vulnerable to changes in the physical
environment, either natural or man-induced. In
contrast the coast at Formby Point and Ainsdale is
suffering intense erosion which is being
investigated through the Sefton Shoreline
Management Plan, and beach management
practices have effectively encouraged the creation
of considerable areas of embryo dunes on the
upper shore elsewhere. The Ribble Estuary is
also evolving as sediment patterns are changing
and saltmarsh continues to accrete following past
land-claim and the closure of Preston Docks. The
intertidal habitats are vulnerable to accidental
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pollution from the nearby Mersey Estuary and the
Irish Sea oil and gas fields. Oil spill contingency
plans are being updated to deal with such events.
The Ribble in particular has failed to meet the
requirements of the Bathing Waters Directive.
Government Office North West and the
Environment Agency are investigating likely
sources of pollution that may have caused this.
Source: Joint Nature Conservation Committee
Peak District Moors (South Pennine Moors
Phase 1)
Status: SPA
SPA
This site is predominantly comprises: heath, bogs, marshes and fen and
some grassland, with a small coverage of broad-leaved deciduous
woodland.
This site qualifies under Article 4.1 of the Directive (79/409/EEC) as during
the breeding season it regularly supports populations of European
importance of Short-eared Owl (Asio flammeus), Merlin (Falco columbarius)
and Golden Plover (Pluvialis apricaria).
Area: 45270.52 hectares
Vulnerability
Major urban and industrial centres near to the Peak District Moors provide significant
visitor pressure and approximately two-thirds of the moorlands are open to public
access. Habitat damage through physical erosion or fire, combined with disturbance of
breeding birds, can be significant. Initiatives for sustainable recreation are being
developed. Many habitats are sub-optimal (in vegetation terms) as a consequence of
historic air pollution, high grazing pressure and wildfire burns. Grazing pressure is
generally being lowered and appropriate burning encouraged by two separate ESAs
which encourage and support habitat restoration. Not withstanding these schemes,
evidence suggests that breeding birds in the south-west of the area may be declining on
both open moorland and enclosed rough grazing land, possibly due to general
agricultural improvement of the surrounding areas which are used by some species for
some of their habitat requirements; e.g. golden plovers feed on in-bye land off the
moor.
It is also worth noting that the site has been identified as a possible SAC for habitats
such as blanket bog and there will be a need to balance the management of the different
interests across the whole site
Source: Joint Nature Conservation Committee
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River Kent
Status: SAC
SAC features of European importance
5.1.
Annex I habitats that are a primary reason for selection of this
site
Not applicable
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
3260 Water courses of plain to montane levels with the Ranunculion
fluitantis and Callitricho-Batrachion vegetation
Annex II species that are a primary reason for selection of this site
1092 White-clawed (or Atlantic stream) crayfish Austropotamobius
pallipes
Area: 109.12 hectares
Vulnerability
The maintenance of breeding and nursery areas for the species on this site
depends on the habitat quality of streams and their margins. Some areas of the
site suffer from poor habitat quality. The intention is to address this through
implementation of habitat improvement schemes. The impact of pointdischarges on water quality will be reviewed and action proposed where
necessary. A particular problem on this site and affecting white-clawed crayfish
is incidents of pyrethroid sheep-dip pollution of watercourses. These are
currently under investigation. The dwindling population of freshwater pearl
mussels needs to be investigated in relation to the factors affecting its
recruitment and structure. A management plan will be developed for the part of
the catchment supporting this species.
The Kent is a river of upland character in southern Cumbria. Densities of
white-clawed crayfish Austropotamobius pallipes are very high
throughout much of the Kent system (particularly in the tributaries),
perhaps higher than anywhere else in England.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
1029 Freshwater pearl mussel Margaritifera margaritifera
1163 Bullhead Cottus gobio
Source: Joint Nature Conservation Committee
Rochdale Canal
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
Not applicable
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
Not applicable.
Annex II species that are a primary reason for selection of this site
1831 Floating water-plantain Luronium natans
Rochdale Canal supports a significant population of floating waterplantain Luronium natans in a botanically diverse waterplant community
which also holds a wide range of pondweeds Potamogeton spp. The
Area: 25.55 hectares
Vulnerability
This partially restored section of the Rochdale Canal extends approximately 20
km from Littleborough to Failsworth, passing through urban and industrialised
parts of Rochdale and Oldham and the intervening areas of agricultural land
(mostly pasture). The canal contains important habitats for submerged aquatic
plants and emergent vegetation, including extensive colonies of Luronium
natans.
The canal is to be subject to a major restoration scheme to open it up for full
navigation from Manchester to Yorkshire, including the SSSI / pSAC section.
English Nature is working together with partners to ensure the restoration is
sensitively done in order to preserve the interest of the site. However, there are
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canal has predominantly mesotrophic water. This population of Luronium
is representative of the formerly more widespread canal populations of
north-west England.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
concerns about future boat movements as the possible impacts are not fully
known at this stage.
Source: Joint Nature Conservation Committee
Roudsea Wood & Mosses
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
7110 Active raised bogs * Priority feature
Roudsea consists of a complex of raised bogs on the northern shore of
Morecambe Bay in north-west England. Although the majority of the
complex has undergone extensive drainage in the past, with domestic
peat-cutting around the margins, drainage was abandoned many years
ago and much of the area has recovered to a considerable degree. Less
than 20% of the site is classified as 7120 degraded raised bog. Within
the site there are transitions between acid bog and limestone woodland,
with a number of scarce plant species including the rare large yellowsedge Carex flava.
Area: 470.45 hectares
Vulnerability
In the latter part of the 20th century, coppicing of the woodland ceased and
lower water tables on the bogs, caused by drainage for peat-cutting, had
allowed scrub to spread across them. Most of the site is now managed as a
National Nature Reserve. Woodland management is carried out and much
scrub has been cleared from Deer Dike Moss and ditches blocked to allow
regeneration of the bog vegetation. Management of the southern bog, recently
added to the National Nature Reserve, has been addressed in the
management plan.
7120 Degraded raised bogs still capable of natural regeneration
This is a complex of raised bogs on the northern shore of Morecambe Bay
in north-west England. Although the majority of the complex has
undergone extensive drainage in the past, with domestic peat-cutting
around the margins, drainage was abandoned many years ago and peatformation has resumed over much of its area. Less than 20% of the site is
classified as degraded raised bog. Within the site there are transitions
between acid bog and limestone woodland, with a number of scarce plant
species including the rare yellow sedge Carex flava.
9180 Tilio-Acerion forests of slopes, screes and ravines * Priority
feature
Woodland at Roudsea, with others within the nearby Morecambe Bay
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Pavements, represents Tilio-Acerion forests on Carboniferous limestone
in north-west England. Although close to the northern limit of lime
distribution, the ash Fraxinus excelsior-dominated woodland around
Morecambe Bay contains many patches of small-leaved lime Tilia
cordata, which survive sometimes with elm Ulmus spp., often along
outcrop edges. There is a rich assemblage of rare species, including
fingered sedge Carex digitata. A notable feature of this wood is the
sudden vegetation change across the boundaries between the limestone,
where the Tilio-Acerion occurs, and acid peats or Silurian slates.
91J0 Taxus baccata woods of the British Isles * Priority feature
The yew Taxus baccata woods of Roudsea Wood have strong
similarities with the yew stands at the nearby Morecambe Bay
Pavements. They are both on the northern Carboniferous Limestone, and
as in the Wye Valley yew occurs both as dense groves and as scattered
trees in the understorey of ash or ash-elm Fraxinus-Ulmus woodland.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
Not applicable.
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
Source: Joint Nature Conservation Committee
Sefton Coast
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
2110 Embryonic shifting dunes
The Sefton Coast in north-west England displays both rapid erosion and
active progradation. Embryonic shifting dunes are of the northern, lymegrass Leymus arenarius, type and are mainly associated with the areas of
progradation, though vegetation dominated by lyme-grass is also found
associated with areas of persistent, heavy disturbance further inland.
Area: 4569.97 hectares
Vulnerability
Sefton Coast is primarily owned and managed by Sefton Council, with other
major landowners including English Nature (Ainsdale Sand Dunes and Cabin
Hill NNRs), the National Trust, Ministry of Defence, and a number of
international standard golf clubs. The extensive sand dunes and intertidal areas
attract large numbers of summer tourists. This impact is addressed in Sefton
Metropolitan Borough Council's Beach Management Plan. Co-ordinated
management of the coast is achieved through the long-standing Sefton Coast
Management Scheme (now the Sefton Coast Partnership), in which all key
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2120 Shifting dunes along the shoreline with Ammophila arenaria
(`white dunes`)
landowners play a part. Golf course management achieves a positive balance
between play areas and important habitats.
A substantial stretch of the Sefton Coast dune system in north-west
England is fronted by about 163 ha of shifting dunes. Marram
Ammophila arenaria usually dominates the mobile dunes, amidst
considerable areas of blown sand. Where rates of sand deposition
decline, lyme grass Leymus arenarius, sea-holly Eryngium maritimum and
cat’s-ear Hypochaeris radicata occur, with red fescue Festuca rubra and
spreading meadow-grass Poa humilis present on the more sheltered
ridges. Sea spurge Euphorbia paralias and the nationally scarce dune
fescue Vulpia fasciculata are frequent, while sea bindweed Calystegia
soldanella is very local. Formby Point is the hinge point between two
coastal sub-cells. The zone around the Point has been eroding since 1906
while areas north and south of this zone are accreting (where the nature
of the coast allows). The rapid erosion is therefore reducing the area of
shifting dunes at Formby, and high, steep eroding dunes abut the beach
with extensive areas of blown sand immediately inland.
Concerns have been raised regarding water abstraction on the coast. This is
being addressed through detailed modelling of the dune aquifer by the
Environment Agency. The coniferous plantations are also a source of debate,
with a balance needed between restoration of dune habitats and public
enjoyment of the woodlands. Work on this is being carried out on Ainsdale
Sand Dunes National Nature Reserve, which holds a significant proportion of
these woodlands.
2130 Fixed dunes with herbaceous vegetation (`grey dunes`) *
Priority feature
Sefton Coast is a large area of predominantly calcareous dune vegetation
in north-west England. The sequence of habitats from foredunes to dune
grassland and dune slack is extensive, and substantial areas of open
dune vegetation remain. There are large areas of semi-fixed and fixed
dunes with herbaceous vegetation exhibiting considerable variation
from calcareous to acidic. In the calcareous areas common restharrow
Ononis repens is prominent. There are small but significant areas of
decalcified sand with grey hair-grass Corynephorus canescens, a species
more characteristic of decalcified fixed dunes in the east of England and
around the Baltic.
2170 Dunes with Salix repens ssp. argentea (Salicion arenariae)
At Sefton Coast on the north-west coast of England there are extensive
dune slacks dominated by creeping willow Salix repens ssp. argentea,
making this site particularly important for dunes with Salix repens ssp.
argentea. Radley (1994) estimated that 99 ha, or 43% of the total English
resource of the main dune slack community dominated by creeping willow
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occurred here. The species also dominates areas of free-draining dune
grassland to a much greater extent than at most other UK sites. Despite
some urban and recreational development, both successional and
geomorphological processes are still active and the structure and function
of the site as a whole is still well-conserved. Management, including
partial removal of planted conifers, has taken place in recent years to
maintain and enhance these processes.
2190 Humid dune slacks
Sefton Coast is a large area of predominantly calcareous dune vegetation,
containing extensive areas representative of Humid dune slacks in
north-west England. Some active slack formation can still be seen and a
variety of successional stages are represented. The sequence from
foredunes to dune grassland and dune slack is extensive. The site
contributes to the range and variation of humid dune slack vegetation,
being a large and representative base-rich system towards the northern
limit for some humid dune slack communities along the west coast of
Britain.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
2150 Atlantic decalcified fixed dunes (Calluno-Ulicetea) * Priority
feature
Annex II species that are a primary reason for selection of this site
1395 Petalwort Petalophyllum ralfsii
A large population of petalwort Petalophyllum ralfsii occurs at Sefton
Coast, the only site chosen for this species in north-west England. The
plant was first recorded on the Sefton Coast at Ainsdale in 1861 and it is
still found within the dune system between Southport and Ainsdale. It
seems to prefer damp ground around the edges of dune slacks of fairly
recent origin, with the largest populations found in slacks of less than 25
years old. The plant is often found in association with footpaths, where
light trampling keeps the ground vegetation sparse; infrequently-used
paths or less-trampled edges of pathways seem to be favoured. Although
the preferred habitat is short damp turf with plenty of bare patches,
populations have been found growing amongst dense marram Ammophila
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arenaria with few other associated species.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
1166 Great crested newt Triturus cristatus
Source: Joint Nature Conservation Committee
Shell Flat and Lune Deep
SAC features of European importance
Status: SAC
Annex I habitats that are a primary reason for selection of this site
1110 Sandbanks which are slightly covered by sea water all the time
Shell Flat sandbank runs northeast from the southern corner of the site in
a blunt crescent to the south west.The sandbank forms a continuous
structure approximately 15km long from east to west. The bank is an
example of a Banner Bank, which are generally only a few kilometres in
length with an elongated pear/sickle-shaped form, located in water depths
less than 20m below Chart Datum (CD). Shell Flat is considered to be an
excellent example of Annex I sandbank Habitat. In terms of sediment
type, the bank comprises a range of mud and sand sediments from silts
and clays through to coarse sands. Shell Flat is characterised by its low
biodiversity, high biomass and is noted as an important foraging ground
for many over wintering bird species. Surveys have identified that a large
population (50,000+) of the species feed on the submerged sandbanks.
This has made the Liverpool Bay area the most important site in the UK
for the sea duck.
Area: 10565 hectares
Vulnerability
Operations which may cause deterioration or disturbance to which the site has low
vulnerability:
Smothering (e.g. by artificial structures, disposal of dredge spoil) Siltation (e.g.
run-off, channel dredging, outfalls) Abrasion (e.g. boating, anchoring, trampling)
Changes in nutrient loading (e.g. agricultural run-off, outfalls) Changes in
organic loading (e.g. mariculture, outfalls) Changes in turbidity (e.g. run-off,
dredging) Selective extraction of species (e.g. bait digging, wildfowling,
commercial & recreational fishing)
Operations which may cause deterioration or disturbance to which the site has moderate
vulnerability:
Introduction of synthetic compounds (e.g. pesticides, TBT, PCBs) Introduction of nonsynthetic compounds (e.g. heavy metals, hydrocarbons)
1170 Reefs
Habitat occurrence description not yet available.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
Not applicable.
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
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Not applicable.
Source: Joint Nature Conservation Committee
South Pennine Moors (Phase 2)
SAC features of European importance
Area: 64983.13 hectares
Annex I habitats that are a primary reason for
selection of this site
4030 European dry heaths
The site is representative of upland dry heath at
the southern end of the Pennine range, the
habitat’s most south-easterly upland location in
the UK. Dry heath covers extensive areas,
occupies the lower slopes of the moors on
mineral soils or where peat is thin, and occurs in
transitions to acid grassland, wet heath and 7130
blanket bogs. The upland heath of the South
Pennines is strongly dominated by heather
Calluna vulgaris. Its main NVC types are H9
Calluna vulgaris – Deschampsia flexuosa heath
and H12 Calluna vulgaris – Vaccinium myrtillus
heath. More rarely H8 Calluna vulgaris – Ulex
gallii heath and H10 Calluna vulgaris – Erica
cinerea heath are found. On the higher, more
exposed ground H18 Vaccinium myrtillus –
Deschampsia flexuosa heath becomes more
prominent. In the cloughs, or valleys, which
extend into the heather moorlands, a greater mix
of dwarf shrubs can be found together with more
lichens and mosses. The moors support a rich
invertebrate fauna, especially moths, and
important bird assemblages.
Status: SAC/SPA
SPA
Area: 20936.53 hectares
This site is predominantly comprises: heath, bogs,
marshes and fen with grassland and a small area
of open water.
This site qualifies under Article 4.1 of the Directive
(79/409/EEC) as during the breeding season it
regularly supports populations of European
importance of Short-eared Owl (Asio flammeus),
Merlin (Falco columbarius) and Golden Plover
(Pluvialis apricaria).
It also qualifies under Article 4.2 of the Directive
(79/409/EEC) by supporting a breeding
assemblage including: Common Sandpiper (Actitis
hypoleucos), Dunlin (Calidris alpina schinzii),
Twite (Carduelis flavirostris), Snipe (Gallinago
gallinago), Curlew (Numenius arquata), Wheatear
(Oenanthe oenanthe), Whinchat (Saxicola
rubetra), Redshank (Tringa tetanus), Ring Ouzel
(Turdus torquatus) and Lapwing (Vanellus
vanellus).
Area: see below
Vulnerability
SAC
The South Pennine Moors SAC is largely enclosed
on two sides by large industrial urban areas, which
means that large numbers of people use the area
for recreational activities. Around two-thirds is
within the Peak District National Park. Land
management is primarily driven by agriculture,
rough grazing for sheep, and grouse-shooting.
Access management has been a key issue, and
with proposals under the Countryside and Rights
of Way Act, will continue as such. Mechanisms for
addressing access management issues include a
range of fora, research and the role of
organisations such as the Peak District National
Park and its Ranger Service. Accidental fires can
cause extensive damage to vegetation. The
National Park Authority has produced a strategic
Fire Plan and areas are closed to the public at
times of high fire risk.
Maintenance of the ecosystems relies primarily on
appropriate grazing levels and burning regimes.
There are a number of key pressures upon the
site; these include overgrazing by sheep, burning
as a tool for grouse moor management and
inappropriate drainage through moor-gripping. All
these issues are being tackled, and an integrated
management strategy and conservation action
programme has been produced as part of an
7130 Blanket bogs * Priority feature
This site represents blanket bog in the south
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EUfunded LIFE project for the area to the north of
the National Park. Within the Park, the MAFFfunded North Peak and South West Peak
Environmentally Sensitive Areas are important
mechanisms in attempts to achieve balanced
management. MAFF's Countryside Stewardship
Scheme and English Nature's Wildlife
Enhancement Scheme (WES) are also being used
to achieve favourable management. Management
of the site, especially north of the National Park, is
further complicated by the large number of
commons. The National Park Authority owns a
significant area of moorland, as does the National
Trust.
Pennines, the most south-easterly occurrence of
the habitat in Europe. The bog vegetation
communities are botanically poor. Hare’s-tail
cottongrass Eriophorum vaginatum is often
overwhelmingly dominant and the usual bogbuilding Sphagnum mosses are scarce. Where
the blanket peats are slightly drier, heather
Calluna vulgaris, crowberry Empetrum nigrum
and bilberry Vaccinium myrtillus become more
prominent. The uncommon cloudberry Rubus
chamaemorus is locally abundant in bog
vegetation. Bog pools provide diversity and are
often characterised by common cottongrass E.
angustifolium. Substantial areas of the bog
surface are eroding, and there are extensive
areas of bare peat. In some areas erosion may
be a natural process reflecting the great age
(9000 years) of the south Pennine peats.
Atmospheric pollution over the last few hundred
years has depleted the lichen and bryophyte flora
and may be affecting dwarf-shrubs. The impact
has arguably been greatest on blanket bog, wet
heath and transition mire where the bog-building
Sphagnum mosses have been largely lost.
Combined with historical overgrazing, burning
(accidental and deliberate), drainage and locally
trampling, large areas of blanket bog have become
de-vegetated and eroded. It is unclear at this stage
whether the effects are irreversible. Attempts over
recent decades to reverse these processes have
achieved mixed and limited results. The
combination of these effects means that most if
not all of the blanket bog will not be classed as
favourable according to English Nature's condition
assessment criteria. Whilst all efforts can be made
to control current factors such as current grazing
and burning patterns, current atmospheric
pollutant levels and access impacts, it is unclear
whether this can fully mitigate the long-term
influence of the historical factors such as
91A0 Old sessile oak woods with Ilex and
Blechnum in the British Isles
Around the fringes of the upland heath and bog
of the south Pennines are blocks of old sessile
oak woods, usually on slopes. These tend to be
dryer than those further north and west, such that
the bryophyte communities are less developed
(although this lowered diversity may in some
instances have been exaggerated by the effects
of 19th century air pollution). Other components
of the ground flora such as grasses, dwarf shrubs
and ferns are common. Small areas of alder
woodland along stream-sides add to the overall
richness of the woods.
Annex I habitats present as a qualifying
feature, but not a primary reason for selection
of this site
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atmospheric pollution, past burning and
overgrazing. The situation is further complicated
by a view that some erosion features can be
considered natural phenomena of intrinsic interest.
It may not therefore always be appropriate to try
and revegetate bare peat even if suitable
techniques exist.
4010 Northern Atlantic wet heaths with Erica
tetralix
7140 Transition mires and quaking bogs
Annex II species that are a primary reason for
selection of this site
Not applicable.
Annex II species present as a qualifying
feature, but not a primary reason for site
selection
Not applicable.
The former extensive cover of woodland has
declined over many centuries to the point that it is
fragmented, relatively small-scale and largely
restricted to steeper valley sides. There is no
woodland included in the site to the north of the
National Park. Remaining woods are often
unfenced and open to grazing which restricts tree
regeneration. In some Rhododendron has
invaded, choking out native flora. These issues are
being tackled through the Forestry Commission's
Woodland Grant Scheme and Challenge Fund for
creating new native woodland, MAFF's North Peak
ESA and English Nature's WES though more
incentive and resources are needed. As well as
restoring existing stands of woodland there is an
emphasis on re-creation to expand and link
fragments which inevitably involves changing
existing habitats. This will raise questions over the
balance of vegetation types we wish to see on the
site but given woodland would naturally have
covered much of the area we need to treat it's
expansion seriously. The flora of woodlands,
quality as with bog and heath, has suffered from
poor air quality. Again, it is less clear what can be
done to reverse this situation other than to try and
ensure continued improvements in air quality to
allow affected species to recolonise if they can.
SPA
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The South Pennine Moors SPA (Phase 2) is
flanked two sides by large industrial urban areas,
which means that large numbers of people use the
area for recreational activities. Maintenance of the
ecosystems on which the birds depend relies on
appropriate grazing levels and burning regimes,
and overgrazing by sheep is a key pressure on the
site. Management of grazing is further complicated
by the presence of a large number of commons
within the SPA. Pressures outside the site, in
particular the loss of bird feeding areas through
agricultural intensification, increase the
vulnerability of the bird populations. All these
issues are being tackled through the production of
an integrated management strategy and
conservation action programme as part of EUfunded LIFE project, which has brought together
statutory and voluntary bodies and the private
sector in a wide-ranging partnership.
Source: Joint Nature Conservation Committee
Witherslack Mosses
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
7110 Active raised bogs * Priority feature
Meathop Moss, Nichols Moss and Foulshaw Moss are remnants of a
formerly interconnected peat body on the west side of the Kent estuary,
on its coastal plain. All retain some of the original dome structure, though
each has been at least in part degraded by peat-cutting around the edges
and by commercial forestry on Foulshaw Moss. Although restricted in area
on Foulshaw Moss, each site contains good examples of NVC type M18a
Erica tetralix – Sphagnum papillosum raised and blanket mire, Sphagnum
magellanicum – Andromeda polifolia sub-community. Most of Foulshaw
Area: 486.53 hectares
Vulnerability
Past drainage for peat extraction and forestry has lowered the water table and
allowed scrub to spread across the mosses. A programme of restoration works
is in place on two of the mosses, and a management plan has been completed
for major works on the third.
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Moss is classified as 7120 degraded raised bog.
7120 Degraded raised bogs still capable of natural regeneration
Meathop Moss, Nichols Moss and Foulshaw Moss are remnants of a
formerly interconnected peat body on the west side of the Kent estuary,
on its coastal plain. All retain some of the original dome structure, though
each has been at least in part degraded by peat-cutting around the edges
and by commercial forestry on Foulshaw Moss. Degraded raised bog
predominates on Foulshaw Moss and is present around the edges on the
other two, but each site contains good examples of 7110 Active raised
bogs as NVC type M18a Erica tetralix – Sphagnum papillosum raised and
blanket mire, Sphagnum magellanicum – Andromeda polifolia subcommunity. The forestry plantations are now being removed from
Foulshaw Moss.
Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
Not applicable.
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
Source: Joint Nature Conservation Committee
Yewbarrow Woods
Status: SAC
SAC features of European importance
Annex I habitats that are a primary reason for selection of this site
91J0 Taxus baccata woods of the British Isles * Priority feature
Extensive yew Taxus baccata groves occur on the slopes and crags of
Yewbarrow in association with 91A0 old sessile oak woods and invasive
beech Fagus sylvatica stands on acidic substrates. Over much of the site,
where light conditions allow, grasses such as wavy hair-grass
Deschampsia flexuosa and creeping soft-grass Holcus mollis predominate
with bracken Pteridium aquilinum. There are also some base-rich flushes
along the stream-sides.
Area: 112.89 hectares
Vulnerability
Although lack of regeneration at Yewbarrow is a problem resulting from
browsing by deer, woodland grants have been given in recent years to
encourage regeneration of native trees, together with funding for stockproof
fencing. Estimates of areas covered by yew, juniper and heath will be checked
the next time the site is surveyed.
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Annex I habitats present as a qualifying feature, but not a primary
reason for selection of this site
5130 Juniperus communis formations on heaths or calcareous
grasslands
91A0 Old sessile oak woods with Ilex and Blechnum in the British
Isles
Annex II species that are a primary reason for selection of this site
Not applicable.
Annex II species present as a qualifying feature, but not a primary
reason for site selection
Not applicable.
Source: Joint Nature Conservation Committee
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Appendix 3: Equality Impacts Assessment
What is the aim of your strategy?
Lancashire County Council's Local Transport Plan (LTP) is in two parts:
1. a 10-year Strategy (2011 – 2021) setting out a long-term vision which is
underpinned by7 key transport priorities and policy objectives. The Strategy,
with its supporting documents, outlines the wider local and policy context; and
2. a rolling three-year Implementation Plan to deliver the Strategy setting out
specific schemes and planned levels of expenditure on transport against the
key priorities, utilising all available sources of funding. The current
Implementation Plan runs from 2011 until 2014.
What outcomes do you want to achieve from your strategy?
The three top priorities for the first years of the Strategy are economic growth, child
safety and the maintenance of our transport asset, which will mean:
o A focus on improving the links between areas of economic opportunity and
their prospective workforce and markets – these form the major part of our
funding for transport improvements.
o Investment in the safety of our children and young people – through our
funding for safety.
o Making sure our network of roads, bridges, streetlights, public spaces and
other assets remains fit for purpose and the most important parts are kept safe
and accessible – our focus for spending on asset maintenance.
What are the potential barriers to achieving these outcomes?
Public finances are likely to be limited during the early years of the Strategy. To
mitigate this, the County Council will focus its efforts and resources, at least in the
short term covered by this initial Implementation Plan, on certain actions which can
deliver most benefit for Lancashire in these challenging times.
Who are the people who will benefit from your strategy?
All users of the transport network across Lancashire and beyond, including
vulnerable road users of all ages.
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What information have you used to help develop your strategy?
Information on the demographic and economic characteristics of the county were
collected to inform ' A Sub-Regional Transport Framework for Lancashire' produced
by Atkins in September 2009. This framework supported the development of the
Local Transport Plan Strategy.
A number of technical papers were produced during the development of the Strategy,
one of which is entitled 'Equality of Opportunity' and specifically considered the
available demographic data to support consideration of the diversity strands and
other potentially disadvantaged groups. The Joint Strategic Needs Assessment for
Lancashire further informed development of the Strategy.
The Implementation Plan has been developed through the comparison of proposed
schemes with Strategy criteria. The exceptions to this are Road safety and Asset
Management which have their own strategies. The Road Safety Strategy in particular
has a strong emphasis on child and vulnerable road user casualty reduction.
Does your strategy take into consideration the views of all citizens?
As part of the LTP3 development process, the County Council carried out formal 12week consultation on a draft LTP3 Strategy between 26 November 2010 to 14
January 2011 with partners (including district and parish councils), stakeholders
(including statutory agencies), local residents and other interested parties including
Voluntary, Community and Faith Sector (VCFS) organisations.
A consultation strategy was developed to seek to raise awareness (through press
releases, coverage in County Council publications, presentations and stakeholder
events). After the consultation closed, all comments received were logged and a
summary of results of the consultation was published on the website, including a
document setting out a view on all main points raised by respondents, and what
changes had been made to the draft LTP in light of these comments.
A similar exercise was conducted to consult on the draft Implementation Plan
between the 9th August and the 12th September 2011. The comments were again
collated and a consultation report published setting out views, responses and
changes to the Implementation Plan.
Have you posted your consultation on the LCC consultation website?
Yes, during the consultation periods above.
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Taking into consideration the information you have collected already, are there
any potential negative impacts that might affect citizens? Think about the
potential positive impacts your strategy could have on particular groups of
people. What are they and how could they be developed?
Age
Children,
young people,
young
parents, older
or retired
people
o Those without the use of a car
have difficulty accessing some
destinations such as retail
parks, health facilities and
opportunities for recreation.
o Due to distance from bus
routes or lack of accessible
vehicles, older people who live
in more isolated communities
(with mobility difficulties) are in
some cases excluded from
being able to use public and
community transport services.
o Various age groups in some
cases have limited awareness of
the travel options open to them
due to not knowing how to
access travel/ journey
information.
LTP3 provides a long-term approach to
improving transport. Delivery of progress
towards these will support the following
outcomes:
o improved independence for
children and older people
through improvements to walking
and cycling infrastructure
o improved accessibility to services
through improved public
transport infrastructure and
services
o improved health and wellbeing
o improved quality of life
o safer roads for all
Disabled
People
Mobility,
sight, hearing,
speech and
language
disability or
difficulty,
mental health
/distress
o Those without the use of a car,
have difficulty accessing some
destinations such as retail parks,
health facilities and opportunities
for recreation.
o Due to distance from bus routes
or lack of accessible vehicles,
mobility impaired people who
live in more isolated communities
are in some cases excluded from
being able to use public and
community transport services.
o In some cases, people with
learning disabilities are unable to
independently use mainstream
public transport services.
o Technology in isolated
communities in some cases does
not support home working (for
example lack of reliable
broadband) services)
o High traffic volumes or lack of
suitable pedestrian facilities (for
example tactile paving, and safe
crossing points) can restrict
accessibility and movement for
LTP3 provides a long-term approach to
transport which includes provision for
improvements to public transport
infrastructure and a review of current
community transport provision. This will
result in:
o improved independence and access to
services for people with disabilities (for
example operating the concessionary
fares scheme for disabled people, and
supporting the voluntary sector in
delivering community transport
services, encouraging provision of high
speed broadband to support home
working)
o improved wellbeing (through access to
social networks and the countryside)
o improved quality of life
o safer roads for all
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people with mobility
impairments.
Ethnicity
Black and
minority
ethnic
individuals
and
communities,
gypsies and
travellers,
migrant
workers
There is limited data available on
how race can affect access to
transport services.
Travel information tends to be
provided in English. This could
cause difficulties for those for
whom English is not their first
language.
Where further data becomes
available, it will shape future
Implementation Plan schemes
Below the level of the LTP3 Strategy,
consultation with local communities at
the individual scheme design stage will
identify the needs of people from varied
ethnic backgrounds. Consideration of
different needs of different ethnic groups
will create more community cohesion.
Gender
Women,
Men, boys,
girls, carers
(of children,
disabled or
older people)
&
Transgender
Highway design can influence the
travel behaviour of men and
women in different ways. For
example, poor quality street
lighting and lack of travel
information at bus stops can
increase feelings of vulnerability
and result in reduced sense of
personal security.
o The way men and women use public
space, transport and their perception
of crime will be considered through
consultation during the design stages
of projects..
o Improvements to particularly
sustainable travel infrastructure,
including bus and rail, will take full
account of personal security issues.
Religion or
belief
Communities
or individuals
with different
religions or
beliefs
There is limited data available on
how faith can affect access to
transport services.
Where further data becomes
available, it will shape future
Implementation Plan schemes
Consideration of different needs of faith
groups through consultation with
members and key community
representatives takes place at the
individual scheme design stage. This
approach enables the needs of particular
faith groups to be identified.
Gay,
Lesbian,
Bisexual
There is limited data available on
how sexual orientation can affect
access to transport services.
Poor design of street lighting or
bus stops may increase feelings of
vulnerability and result in reduced
sense of personal security.
Where further data becomes
available, it will shape future
Implementation Plan schemes
Improvements to particularly sustainable
travel infrastructure, including bus and
rail, will take full account of personal
security issues.
Marital/Civil
partnership
status
No impact anticipated.
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Low or no
Income
Including
young people
not in
employment
or training,
ex-offenders
etc
People who live in low income
areas tend to rely more on public
transport.
People who are on low incomes
are likely to make fewer
discretionary travel trips, so have
access to fewer opportunities.
LTP3 will provide a long-term approach
to transport which will support the
following outcomes:
o Infrastructure improvements to
facilitate access into employment and
education
o Measures to develop improved
walking and cycling links will improve
accessibility and widen travel choice.
o Improved or new approaches to
ticketing such as smartcards for public
transport journeys could offer
benefits to people in low income
areas.
o improved access to health &
educational services as well as access
to employment
o improved quality of life
o Improved road safety in deprived
areas.
Living in a
rural area
o Those without the use of a car,
have difficulty accessing some
destinations such as retail parks,
health facilities and opportunities
for recreation.
o Due to distance from bus routes
or lack of accessible vehicles,
people who live in more isolated
communities are in some cases
excluded from being able to use
public and community transport
services.
o Technology in isolated
communities in some cases does
not support home working (for
example lack of reliable
broadband) services)
o High traffic volumes or lack of
suitable pedestrian facilities (for
example tactile paving, and safe
crossing points) can restrict
accessibility.
LTP3 provides a long-term approach to
transport which includes provision for
improvements to public transport
infrastructure and a review of current
community transport provision. This will
result in:
o improved access to services for people
in rural areas (for example supporting
the voluntary sector in delivering
community transport services,
encouraging provision of high speed
broadband to support home working)
o improved wellbeing (through access to
social networks and the countryside)
o improved quality of life
o safer roads for all
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How can your strategy contribute to the following priority areas:
Improving community cohesion
o Improvements to the appearance and safety of the public realm will make it
easier for people from all backgrounds to interact in the community.
o Improved road safety in deprived areas will encourage more use of the
streets.
o Better access to employment and education will enable more participation in
society
Tackling social exclusion
o A key element of the strategy is to improve access to employment and
education for those from deprived communities
o Improvements to the public realm and to road safety will encourage greater
use of public spaces.
o More sustainable and affordable transport will assist those at risk of exclusion
Improving health and wellbeing
o Improvements to the public realm and to road safety will encourage greater
use of public spaces and active travel.
Supporting the county council's role as a corporate parent
o No direct impact
Taking into consideration all the information you have collected in answering
the previous questions, what are the actions you will carry out to tackle any
issues you have identified before finalising strategy and who will carry them
out?
Where issues have been identified, they have been considered in the Implementation
Plan, where appropriate, or will be highlighted in specific project design stages.
However, this is subject to the limitations of the available data. Steps will therefore be
taken to enhance the data available for the next review of the Implementation Plan.
Who has signed off your strategy?
When will you review your strategy?
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The Implementation Plan is reviewed on an annual rolling basis
Name of officer completing this template
Hazel Straw
Date
28th September 2011
Publish your assessment
Please send your completed template to pam.smith@lancashire.gov.uk
for publication on the Equality and Diversity website.
Thank you
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