Strategic Environmental Assessment: Scoping Report · Surrey Transport Plan Strategic Environmental...

The Surrey Transport Plan

Strategic Environmental Assessment: Scoping Report November 2010

Alternative formats Surrey County Council has actively considered the needs of blind and partially sighted people in accessing this document. We are happy to give information in either large print or in another language. If you want this service please call us on 03456 009 009.

If you have other needs in this regard please contact Surrey County Council in one of the following ways.

In writing Surrey County Council Strategy Group (Room 420) Environment & Infrastructure Directorate County Hall Kingston upon Thames Surrey KT1 2DN By phone 03456 009 009 Minicom: 020 8541 9698 Online Email: [email protected] www.surreycc.gov.uk/surreytransportplan

Surrey Transport Plan Strategic Environmental Assessment Scoping Report – November 2010

Contents Page

Glossary

Chapter 1

Introduction to the Scoping Report for the Strategic Environmental Assessment (SEA) of the new Surrey Transport Plan

1

1.1 Purpose of the SEA Scoping Report................................................................. 1

1.2 The need for SEA of plans & programmes........................................................ 1

1.3 Consultation on the proposed scope of the SEA of the new Surrey Transport Plan....................................................................................................................

3

1.4 Timing of the SEA of the new Surrey Transport Plan......................................... 4

1.5 The proposed structure of the Environmental Report......................................... 4

Chapter 2 The new Surrey Transport Plan 5

2.1 Background to the new Surrey Transport Plan .................................................. 5

2.2 Core objectives & key components of the new Surrey Transport Plan.............. 5

2.2.1 The Accessibility Strategy................................................................................................ 5

2.2.2 The Air Quality Strategy................................................................................................... 6

2.2.3 The Congestion Strategy.................................................................................................. 8

2.2.4 The Cycling Strategy........................................................................................................ 9

2.2.5 The Freight Strategy......................................................................................................... 10

2.2.6 The Parking Strategy........................................................................................................ 11

2.2.7 The Passenger Transport Strategy.................................................................................. 12

2.2.8 The Rights of Way Improvement Plan.............................................................................. 13

2.2.9 The Road Safety & Anti-Social Driving Strategy.............................................................. 14

2.2.10 The Surrey Transport Asset Management Plan............................................................... 14

2.2.11 The Transport Climate Change Strategy......................................................................... 15

2.2.12 The Travel Planning Strategy.......................................................................................... 16

2.2.13 The Walking Strategy....................................................................................................... 17

2.3 Alternatives to the new Surrey Transport Plan................................................... 18

2.4 The policy context for the new Surrey Transport Plan ....................................... 18

Chapter 3 The Framework for the SEA of the new Surrey Transport Plan 32

3.1 Introduction to the framework for the SEA.......................................................... 32

3.2 The Air Quality Receptor................................................................................. 36

3.2.1 Definition of the air quality receptor.................................................................................. 36

3.2.2 Baseline for air quality in Surrey....................................................................................... 36

3.2.3 Key issues & challenges for the air quality receptor in Surrey......................................... 40

3.2.4 Impact pathways for the air quality receptor for the new Surrey Transport Plan.............. 40

3.2.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the air quality receptor..................................................................................... 40

3.2.6 Outcomes of the scoping exercise for the air quality receptor & outline of the proposed method of assessment..................................................................................................... 49


Page

3.3 The Climate Change Receptor........................................................................ 51

3.3.1 Definition of the climate change receptor......................................................................... 51

3.3.2 Baseline for climate change in Surrey.............................................................................. 51

3.3.2.1 Climate change impacts.................................................................................................................... 55

3.3.2.2 Greenhouse gas emissions............................................................................................................... 56

3.3.3 Key issues & challenges for the climate change receptor in Surrey................................ 56

3.3.4 Impact pathways for the climate change receptor for the new Surrey Transport Plan..... 57

3.3.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the climate change receptor............................................................................ 58

3.3.6 Outcomes of the scoping exercise for the climate change receptor & outline of the proposed method of assessment..................................................................................... 67

3.4 The Land, Soil & Minerals Resources Receptor............................................ 69

3.4.1 Definition of the land, soil & mineral resources receptor.................................................. 69

3.4.2 Baseline for land, soil & mineral resources in Surrey....................................................... 69

3.4.2.1 Soil & land quality.............................................................................................................................. 73

3.4.2.2 Previously developed land & contaminated land............................................................................... 73

3.4.2.3 Mineral resources.............................................................................................................................. 74

3.4.3 Key issues & challenges for the land, soil & mineral resources receptor in Surrey......... 74

3.4.4 Impact pathways for the land, soil & mineral resources receptor for the new Surrey Transport Plan.................................................................................................................. 75

3.4.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the land, soil & mineral resources receptor..................................................... 75

3.4.6 Outcomes of the scoping exercise for the land, soil & mineral resources receptor & outline of the proposed method of assessment................................................................ 84

3.5 The Materials Efficiency & Waste Receptor.................................................. 86

3.5.1 Definition of the materials efficiency & waste receptor..................................................... 86

3.5.2 Baseline for materials efficiency & waste in Surrey.......................................................... 86

3.5.3 Key issues & challenges for the materials efficiency & waste receptor in Surrey............ 89

3.5.4 Impact pathways for the materials efficiency & waste receptor for the new Surrey Transport Plan.................................................................................................................. 89

3.5.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the materials efficiency & waste receptor........................................................ 90

3.5.6 Outcomes of the scoping exercise for the materials efficiency & waste receptor & outline of the proposed method of assessment................................................................ 97

3.6 The Water Resources & Management Receptor........................................... 99

3.6.1 Definition of the water resources & management receptor.............................................. 99

3.6.2 Baseline for water resources & management in Surrey................................................... 99

3.6.2.1 Surface water.................................................................................................................................... 104

3.6.2.2 Groundwater...................................................................................................................................... 104

3.6.2.3 Potable water supply......................................................................................................................... 104

3.6.2.4 Flood risk & flood management......................................................................................................... 104

3.6.3 Key issues & challenges for the water resources & management receptor in Surrey...... 105

3.6.4 Impact pathways for the water resources & management receptor for the new Surrey Transport Plan.................................................................................................................. 105

3.6.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the water resources & management receptor.................................................. 106

3.6.6 Outcomes of the scoping exercise for the water resources & management receptor & outline of the proposed method of assessment................................................................ 115


Page

3.7 The Built Environment Receptor.................................................................... 116

3.7.1 Definition of the built environment receptor...................................................................... 116

3.7.2 Baseline for built environment in Surrey........................................................................... 116

3.7.2.1 Quality in the built environment......................................................................................................... 119

3.7.2.2 Transport infrastructure & use........................................................................................................... 120

3.7.3 Key issues & challenges for the built environment receptor in Surrey............................. 120

3.7.4 Impact pathways for the built environment receptor for the new Surrey Transport Plan.................................................................................................................................. 121

3.7.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the built environment receptor......................................................................... 121

3.7.6 Outcomes of the scoping exercise for the built environment receptor & outline of the proposed method of assessment..................................................................................... 130

3.8 The Historic Environment & Archaeology Receptor..................................... 131

3.8.1 Definition of the historic environment & archaeology receptor......................................... 131

3.8.2 Baseline for historic environment & archaeology in Surrey.............................................. 131

3.8.2.1 Archaeology....................................................................................................................................... 134

3.8.2.2 The built heritage............................................................................................................................... 134

3.8.2.3 The historic landscape...................................................................................................................... 135

3.8.3 Key issues & challenges for the historic environment & archaeology receptor in Surrey 135

3.8.4 Impact pathways for the historic environment & archaeology receptor for the new Surrey Transport Plan...................................................................................................... 135

3.8.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the historic environment & archaeology receptor............................................ 136

3.8.6 Outcomes of the scoping exercise for the historic environment & archaeology receptor & outline of the proposed method of assessment............................................................ 145

3.9 The Natural Environment & Biodiversity Receptor....................................... 147

3.9.1 Definition of the natural environment & biodiversity receptor........................................... 147

3.9.2 Baseline for natural environment & biodiversity in Surrey................................................ 147

3.9.2.1 Nature conservation & biodiversity.................................................................................................... 151

3.9.2.2 Woodlands........................................................................................................................................ 155

3.9.2.3 Geological assets.............................................................................................................................. 155

3.9.3 Key issues & challenges for the natural environment & biodiversity receptor in Surrey.. 156

3.9.4 Impact pathways for the natural environment & biodiversity receptor for the new Surrey Transport Plan...................................................................................................... 157

3.9.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the natural environment & biodiversity receptor.............................................. 158

3.9.6 Outcomes of the scoping exercise for the natural environment & biodiversity receptor & outline of the proposed method of assessment............................................................ 167

3.10 The Landscape & Visual Amenity Receptor.................................................. 168

3.10.1 Definition of the landscape & visual amenity receptor...................................................... 168

3.10.2 Baseline for landscape & visual amenity in Surrey.......................................................... 168

3.10.2.1 Thames Valley Countryside Character Area..................................................................................... 170

3.10.2.2 Thames Basin Heaths Countryside Character Area.......................................................................... 171

3.10.2.3 Thames Basin Lowlands Countryside Character Area...................................................................... 171

3.10.2.4 North Downs Countryside Character Area........................................................................................ 172

3.10.2.5 Wealden Greensand Countryside Character Area............................................................................ 173

3.10.2.6 Low Weald Countryside Character Area........................................................................................... 174

3.10.2.7 High Weald Countryside Character Area.......................................................................................... 175

3.10.2.8 Surrey Hills Area of Outstanding Natural Beauty (AONB)................................................................. 175

3.10.3 Key issues & challenges for the landscape & visual amenity receptor in Surrey............. 175


Page

3.10.4 Impact pathways for the landscape & visual amenity receptor for the new Surrey Transport Plan.................................................................................................................. 178

3.10.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the landscape & visual amenity receptor......................................................... 179

3.10.6 Outcomes of the scoping exercise for the landscape & visual amenity receptor & outline of the proposed method of assessment................................................................ 187

3.11 The Welfare, Health & Well-being Receptor................................................... 188

3.11.1 Definition of the welfare, health & well-being receptor..................................................... 188

3.11.2 Baseline for welfare, health & well-being in Surrey.......................................................... 188

3.11.2.1 Health profile overview for Elmbridge borough................................................................................. 195

3.11.2.2 Health profile overview for Epsom & Ewell borough......................................................................... 196

3.11.2.3 Health profile overview for Guildford borough................................................................................... 196

3.11.2.4 Health profile overview for Mole Valley district.................................................................................. 196

3.11.2.5 Health profile overview for Reigate & Banstead borough.................................................................. 197

3.11.2.6 Health profile overview for Runnymede borough.............................................................................. 197

3.11.2.7 Health profile overview for Spelthorne borough................................................................................ 198

3.11.2.8 Health profile overview for Surrey Heath borough............................................................................. 198

3.11.2.9 Health profile overview for Tandridge district.................................................................................... 198

3.11.2.10 Health profile overview for Waverley borough................................................................................... 199

3.11.2.11 Health profile overview for Woking borough...................................................................................... 199

3.11.2.12 Health profile overview for the county of Surrey................................................................................ 200

3.11.3 Key issues & challenges for the welfare, health & well-being receptor in Surrey............. 200

3.11.4 Impact pathways for the welfare, health & well-being receptor for the new Surrey Transport Plan.................................................................................................................. 201

3.11.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the welfare, health & well-being receptor......................................................... 202

3.11.6 Outcomes of the scoping exercise for the welfare, health & well-being receptor & outline of the proposed method of assessment................................................................ 212

Bibliography 214


Glossary

AA Appropriate Assessment

AGLV Area of Great Landscape Value

ALC Agricultural Land Classification

AONB Area of Outstanding Natural Beauty

AQMA Air Quality Management Area

AQS Air Quality Strategy

BAP Biodiversity Action Plan

CO Carbon monoxide

CO2 Carbon dioxide

DCLG Department for Communities & Local Government

DCMS Department for Culture, Media & Sport

Defra Department for the Environment, Food & Rural Affairs

DfT Department for Transport

DMC Domestic Material Consumption

EIA Environmental Impact Assessment

FRA Flood Risk Assessment

GCR Geological Conservation Review

GDP Gross Domestic Product

GHG Greenhouse Gas

HAP Habitat Action Plan

HCs Hydrocarbons

HER Historic Environment Record

HFCs Hydrofluorocarbons

HGV Heavy Goods Vehicle

HIA Health Impact Assessment

HRA Habitat Regulations Assessment

LA Local Authority

LBAP Local Biodiversity Action Plan

LNR Local Nature Reserve

LTP Local Transport Plan

MW MegaWatts

NH3 Ammonia


NNR National Nature Reserve

N2O Nitrous oxide

NOx Nitrogen oxides

NO2 Nitrogen dioxide

NVZ Nitrate Vulnerable Zones

O3 Ozone

ODPM Office of the Deputy Prime Minister (former government department)

PFCs Perfluorocarbons

PM10 & PM2.5 Particulate matter

ppb Parts per billion

PPG Planning Policy Guidance

ppm Parts per million

PPS Planning Policy Statement

RIGS Regionally Important Geological Site

SAC Special Area of Conservation

SAP Species Action Plan

SEA Strategic Environmental Assessment

SF6 Sulphur hexafluoride

SFRA Strategic Flood Risk Assessment

SNCI Site of Nature Conservation Importance

SO2 Sulphur dioxide

SPA Special Protection Area

SPZ Source Protection Zone

SSSI Site of Special Scientific Interest


1

Chapter 1: Introduction to the Scoping Report for the Strategic Environmental Assessment of the new Surrey Transport Plan

1.1 Purpose of the SEA Scoping Report The purpose of the Scoping Report of the Strategic Environmental Assessment (SEA) of the proposed new Surrey Transport Plan is:

To enable consultation with stakeholders on the scope of the planned SEA work.

To outline the proposed framework for the SEA and its relationship to the other forms of assessment required as part of the local transport plan preparation process.

Draft guidance on SEA for local transport plans

(1) issued by the Department for Transport (DfT) in April

2009, and general guidance on SEA issued by the former Office of the Deputy Prime Minister (ODPM) outlines the issues to be addressed and the information to be provided in reports that set the scope of the proposed SEA work. The scoping process is used to determine the range of issues to be addressed in the SEA, by identifying in broad terms the capacity for the proposed local transport plan for Surrey to give rise to significant risks and opportunities with respect to different environmental receptors. For the new round of local transport plan development, the DfT has identified a number of other assessments that will need to be undertaken and will form part of the evidence base for the transport planning process:

Habitat Regulations Assessment & Appropriate Assessment – as required by the Conservation of Habitats & Species Regulations 2010

2 to protect the integrity of sites of European

and International nature conservation importance designated or proposed for designation under the EU Habitats Directive (Special Areas of Conservation or SACs), the EU Wild Birds Directive (Special Protection Areas or SPAs), and the Ramsar Convention on Wetlands of International Importance (Ramsar Sites).

Health Impact Assessment – looking at the implications of the emerging local transport plan for the health and wellbeing of the affected population.

The findings and conclusions of the Habitat Regulations Assessment will be incorporated into the relevant components of the SEA of the new Surrey Transport Plan. The requirement for Health Impact Assessment will be addressed through the ‘Welfare, Health & Well-being’ chapter of the Environmental Report.

1.2 The need for SEA of plans & programmes The requirement for strategic environmental assessment (SEA) derives from a European Union (EU) Directive

(3), which requires that a systematic assessment and evaluation be undertaken of the

impacts that certain plans and programmes may have the potential to have on the environment, and that the findings of that work be taken into account in the decision making process relating to the proposed plan or programme.

1 Strategic Environmental Assessment Guidance for Transport Plans & Programmes (Transport Analysis Guidance Unit 2.11) –

‘In draft’ Guidance, 2009, Department for Transport: London. The Strategic Environmental Assessment Directive: Guidance for Planning Authorities, 2003. Office of the Deputy Prime Minister: London. 2 The Conservation of Habitats & Species Regulations 2010 (Statutory Instrument 2010 No.490), Regulation 61.

3 Directive 2001/42/EC on the assessment of the effects of certain plans and programmes on the environment. Official Journal

of the European Communities, L 197, 21/07/ 2001, pp 30-37.


2

The SEA Directive identifies plans that are prepared by public authorities in relation to transport (4)

and that set the context for future development projects that may be subject to the requirements of the Environmental Impact Assessment (EIA) Directive

5, as one of the categories that require SEA.

The SEA Directive has been transposed into UK law through regulations

(6) adopted under the

Environmental Protection Act 1990. Consequently there is a legal requirement at European and Member State level for councils who are producing plans that fall within the remit of the SEA Regulations to undertake SEA as part of the plan making process. The SEA must be carried out in accordance with the requirements set out in Schedule 2 of the UK SEA Regulations and Annex I of the EU SEA Directive. The following information should be provided and be made available in two formats – a full report which includes technical detail, and a non-technical summary that sets out the key findings and conclusions in non-technical language.

A description of the plan and analysis of its relationship with other relevant plans and programmes, and an outline of the alternatives to the proposed plan that will be subjected to an assessment in parallel to the plan to enable the comparative analysis of its impact on the environment.

A description of the current state of the environment in the area covered by the plan, including aspects that are likely to be significantly affected and any relevant existing environmental problems, and an analysis of its likely future condition in the absence of the proposed plan.

Description and assessment of the likely significant effects of the proposed plan on the following environmental receptors:

air quality human population and health

biodiversity the landscape

climatic factors material assets

cultural heritage (including architecture and archaeology) the soil

flora and fauna (plant and animal populations) water resources

The effects of the plan should be described and assessed in terms of their duration (short, medium or long term, and permanent or temporary), their consequence (beneficial or adverse), their status (direct, indirect or induced) and their capacity to contribute to cumulative and synergistic impacts.

Description of measures that could be taken to prevent, minimise or compensate for the significant adverse effects that the proposed plan is expected to have on the environment, and of the steps that should be taken to monitor and report on the actual environmental performance of the plan when it is implemented.

The SEA process will help to inform the development of the new Surrey Transport Plan, providing information about the potential environmental consequences of the strategic options and measures that are being considered for inclusion in the Plan. The SEA will enable the preparation of the new transport plan to take explicit account of the potential environmental consequences of the choices that are being made.

4 Article 3 Paragraph 2(a) of Directive 2001/42/EC on the assessment of the effects of certain plans and programmes on the

environment. Official Journal of the European Communities, L 197, 21/07/2001, pp 30-37. 5 Directive 85/337/EEC as amended by Directive 97/11/EC on the assessment of the environmental effects of certain public and

private projects on the environment. Official Journal of the European Communities, L 175, 05/07/1985, p. 40 & L 73, 14/03/1997, p.5. 6 The Environmental Assessment of Plans & Programmes Regulations 2004, Statutory Instrument 2004 No. 1633, HM

Government, London.


3

1.3 Consultation on the proposed scope of the SEA of the new Surrey Transport Plan

The new Surrey Transport Plan is subject to the requirements of the EU SEA Directive

(7). The SEA

Directive and the UK’s SEA Regulations(8)

require that key stakeholders be consulted at an early stage of the assessment process

(9). The organisation undertaking the assessment must consult with the

statutory environmental authorities, (Environment Agency, Natural England and English Heritage) when defining the scope of the work to be carried out. The UK’s SEA Regulations stipulate that responses to the consultation should be made within a period of five weeks. The main purpose of the Scoping Report is to consult on the scope of the SEA of the new Surrey Transport Plan. Consultation will be undertaken with the organisations listed below.

Statutory Consultees

English Heritage Environment Agency Natural England

Within Surrey

Elmbridge Borough Council Reigate & Banstead Borough

Council Tandridge District Council

Epsom & Ewell Borough Council Runnymede Borough Council Waverley Borough Council

Guildford Borough Council Spelthorne Borough Council Woking Borough Council

Mole Valley District Council Surrey Heath Borough Council Surrey Wildlife Trust

NHS Surrey National Trust Surrey Hills AONB

Surrey County Ecologist Surrey County Landscape Officer Surrey County Archaeological

Officers

Adjoining Surrey

East Sussex County Council Wealden District Council

Greater London Assembly London Borough of Bromley London Borough of Croydon

London Borough of Hillingdon London Borough of Hounslow Royal Borough of Kingston-upon-

Thames

London Borough of Richmond-upon-Thames

London Borough of Sutton

Hampshire County Council East Hampshire District Council Hart District Council

Rushmoor Borough Council

Kent County Council Sevenoaks District Council

West Sussex County Council Chichester District Council Crawley Borough Council

Horsham District Council Mid Sussex District Council

Bracknell Forest Borough Council Slough Borough Council Royal Borough of Windsor &

Maidenhead

7 Directive 2001/42/EC of the European Parliament and the Council of 27 June 2001 ‘on the assessment of the effects of certain

plans and programmes on the environment’. Official Journal of the European Communities, L 197 21/07/2001, pp 30-37. 8 The Environmental Assessment of Plans & Programmes Regulations 2004 (Statutory Instrument 2004 No. 1633). HM

Government, London. 9 Regulation 12 paragraphs (5) and (6) of The Environmental Assessment of Plans & Programmes Regulations 2004 (Statutory

Instrument 2004 No. 1633). HM Government, London. Article 5 paragraph (4) of Directive 2001/42/EC of the European Parliament and the Council of 27 June 2001 ‘on the assessment of the effects of certain plans and programmes on the environment’. Official Journal of the European Communities, L 197 21/07/2001, pp 30-37


4


5

1.4 Timing of the SEA of the new Surrey Transport Plan The new Surrey Transport Plan will take a modular form, with different components being developed on time scales appropriate to the area of work concerned (e.g. congestion, asset management, accessibility). As a result the SEA will also have a modular structure, which will mirror that of the developing Surrey Transport Plan, and will be published in the form of a ‘living document’ (i.e. it will be added to and updated as components of the Plan emerge).

1.5 The proposed structure of the Environmental Report The draft Environmental Report on the SEA of the new Surrey Transport Plan will be issued for consultation alongside the Plan. It is currently envisaged that the Environmental Report will be structured along the lines set out below, although this may change as necessary over the course of the SEA process. A non-technical summary of the Environmental Report will be provided as a separate document. Chapter 1: Background to the assessment and statement of method Chapter 2: Description of the new Surrey Transport Plan as proposed and alternatives

considered Chapter 3: Assessment for the Air Quality receptor Chapter 4: Assessment for the Climate Change receptor Chapter 5: Assessment for the Land, Soil & Mineral Resources receptor Chapter 6: Assessment for the Materials Efficiency & Waste receptor Chapter 7: Assessment for the Water Resources & Management receptor Chapter 8: Assessment for the Built Environment receptor Chapter 9: Assessment for the Historic Environment & Archaeology receptor Chapter 10: Assessment for the Natural Environment & Biodiversity receptor Chapter 11: Assessment for the Landscape & Visual Amenity receptor Chapter 12: Assessment for the Welfare, Health & Well-being receptor Chapter 13: Assessment for Cumulative Effects Each of the dedicated chapters that will be prepared for the different environmental receptors, will provide the following information.

An assessment of the likely sensitivity of the receptor to effects arising as a consequence of the activities proposed under the different components of the new Surrey Transport Plan.

A review of the wider policy context for the receptor, in terms, where relevant, of international, European, national and local policies, plans and strategies that have a bearing on the protection of the receptor.

A review of current conditions within the county of Surrey with respect to the receptor, and a summary of likely key issues for the receptor in the future.

Summaries of the findings and conclusions of the assessment process for the different components of the new Surrey Transport Plan.


6

Chapter 2: The New Surrey Transport Plan

2.1 Background to the new Surrey Transport Plan

The Transport Act 2000, as amended by the Local Transport Act 2008, requires local transport

authorities in England (except those located within Greater London), to produce and implement a

Local Transport Plan. The Act requires that local transport plans contain policies and implementation

plans.

The new Surrey Transport Plan will commence in 2011, and will look ahead to 2026, and will set out

the County Council’s transport strategy for the county. The County Council, following the DfT’s

guidance on local transport plans (DfT, July 2009), refers to the policies contained in the new Plan as

the strategy, and the implementation plans as the proposals by which that strategy will be delivered.

The Surrey Transport Plan will replace the current Local Transport Plan (the Surrey Local Transport

Plan, Second Edition: 2006/07 to 2010/11, published in March 2006). The County Council intends to submit the Surrey Transport Plan to the Department for Transport (DfT) in April 2011. That version of the Plan will include provisional targets and will set out the proposed implementation programmes.

2.2 Core objectives & key components of the new Surrey Transport Plan The overall aim for Surrey County Council with respect to the provision of transport infrastructure, services and facilities is to ensure that the needs of a wide range of people are met. The County Council’s working vision for transport in Surrey is “To help people to meet their transport & travel needs effectively, reliably, safely & sustainably within Surrey; in order to promote economic vibrancy, protect & enhance the environment & improve the quality of life.”. The working objectives for the Surrey Transport Plan reflect national and local priorities, as follows:

Effective transport: To facilitate end-to-end journeys for residents, business & visitors by maintaining the road network, delivering public transport services &, where appropriate, providing enhancements.

Reliable transport: To improve the journey time reliability of travel in Surrey.

Safe transport: To improve road safety, and the security of the travelling public in Surrey.

Sustainable transport: To provide an integrated transport system that protects the environment, keeps people healthy, and provides for lower carbon transport choices.

Those objectives will form the basis of the strategy for the Surrey Transport Plan, implementation of which will commence in 2011/12 through a range of measures that will be developed and delivered by the County Council and partners. Those measures will build on and further develop the successes of the second Local Transport Plan for Surrey. The main structure of the Surrey Transport Plan will be provided by a number of strategies that will address different aspects of the issues covered by the objectives. The key strategies to be developed and implemented under the broad heading of the Surrey Transport Plan will include the following.

2.2.1 The Accessibility Strategy The Strategy will focus on measures intended to enhance the accessibility of services across all sectors of the community. Measures likely to be brought forward under the strategy are shown in Table 2.2A.


7

Table 2.2A: Accessibility Strategy measures

Infrastructure Measures

Main Measures (promoted primarily under the Accessibility Strategy)

None specified

Secondary Measures (promoted primarily under other strategies)

Bus stop infrastructure

Cycle parking

New &/or improved cycle lanes

New &/or improved cycle tracks

New &/or improved traffic-free, safe routes for cycling, close to / linking with local communities, businesses & facilities

New &/or improved traffic-free, safe routes for walking, close to / linking with local communities, businesses & facilities

Transport interchange infrastructure

Management of Infrastructure Measures


‘Wheels to Learn’ scheme


Community transport schemes

Demand responsive transport schemes

Providing supported services using a prioritisation methodology.

Promotional & Behavioural Measures


None specified


Car clubs.

Car share database.

Cycle training.

Encouraging internet use to facilitate access to services.

Home working.

School travel planning.

Information Provision Measures


None specified


Continuation & development of electronic real time passenger information.

Continuation & development of passenger transport information on Surrey County Council’s website.

Real time information on ‘Surrey Travel’ website.

2.2.2 The Air Quality Strategy The strategy will focus on measures to improve air quality in areas where traffic is known to have an adverse effect on local air quality. Each measure will achieve one or more of the following outcomes: restrain or reduce traffic volumes; reduce traffic delays; reduce tailpipe emissions of air pollutants per vehicle; or, improve the provision of information to people on the air quality impacts of their travel choices. Measures likely to be brought forward under the strategy are shown in Table 2.2B.


8

Table 2.2B: Air Quality Strategy measures


Main Measures (promoted primarily under the Air Quality Strategy)

‘Noxer’ paving, tree planting & green roofs within schemes.


cycle parking.

Infrastructure to support use of hybrid/electric vehicles.

New &/or improved cycle lanes.

New &/or improved cycle tracks.

Park & Ride.

Park & Stride.

Removal/installation of traffic signals.

Transport interchange infrastructure.



None specified.


CCTV parking enforcement.

Civil parking enforcement officers.

Co-ordination of roadworks.

Freight quality partnerships.

Parking & loading restrictions.

Urban traffic management & control.



Advisory signage (e.g. turn-off engine at level crossings).


Car clubs.

Car share database.


Home working.

Promotion of ‘eco-driving’.


Workplace travel planning.

Pricing Measures


None specified


Differential parking charges.

Other Measures (including land use

measures)


Encourage boroughs & districts to consider adopting minimum emissions standards or vehicle age restrictions into taxi licensing procedures.

Working with partners to consider air quality issues in identification of appropriate developer-funded mitigation schemes.

Working with partners to consider air quality issues in the local development framework process in respect of the location & type of development, & the need for local infrastructure improvements & controls.

Working with partners to consider air quality issues in providing guidance on parking provision.


None specified


9

2.2.3 The Congestion Strategy The strategy will focus on measures designed to improve journey time reliability, which is seen as important for all users. Improving reliability can have greater economic benefit than minor improvements in average journey times. The ability of the system to recover from major disruptions is also seen as important. The proposed aims of the Congestion Strategy are to:

Improve the reliability of journeys;

Reduce delays for all transport modes on key routes and at congestion hotspots;

Improve the provision of journey planning information for travel in Surrey. Surrey’s target is to ensure that congestion, in terms of both delay and journey time reliability, does not deteriorate beyond current levels. Given that providing additional capacity is no longer considered to be the best solution except in certain locations and for particular circumstances, a mix of solutions is required involving a wide range of measures. The measures likely to be brought forward under the strategy are set out in Table 2.2C. Table 2.2C: Congestion Strategy measures


Main Measures (promoted primarily under the Congestion Strategy)

Removal/installation of traffic signals.


“Unsuitable for HGVs” signing.



Co-ordination of roadworks.

Integrated Demand Management.

Integrated incident management.

Intelligent Transport Systems.

Joined-up day-to-day operational management of the network.

Urban Traffic Management & Control.


Collaborative working with the freight industry & other authorities.

Construction logistics planning.

Developing a preferred lorry route network for satellite navigation applications, including information on driver rest facilities.

Freight delivery & service planning.

Parking & loading restrictions.

Positive lorry route signing.



None specified.


Car share database.


Home working.


10



Planning of one-off events.

Real-time information on ‘Surrey Travel’ website.


Advance information on planned winter maintenance.

Pricing Measures


None specified.



Pay & Display.

‘Pay by Phone’.

Resident parking permit schemes.

Road works permit scheme.

Visitors’ parking permits.


measures)


Action plans to address congestion hot spots.

Working with partners to consider congestion issues in the identification of appropriate developer-funded mitigation schemes.

Working with partners to consider congestion issues in the local development framework process in respect of the location & type of development, & the provision made for local infrastructure improvements & controls.

Working with partners to consider congestion issues in guidance on parking provision.


None specified

Over the course of the second local transport plan for Surrey a total of 180 traffic management and traffic calming schemes were planned, a the production of a total of 313 travel plans was planned for, a total of 87 cycling schemes were planned, and a total of 91 walking schemes were planned.

2.2.4 The Cycling Strategy The strategy will focus on measures intended to increase the use of cycling as a means of travelling in preference to the car. Measures likely to be brought forward under the strategy are shown in Table 2.2D. Table 2.2D: Cycling Strategy measures


Main Measures (promoted primarily under the Cycling Strategy)

Advanced stop lines.

Contra-flow cycling on one way streets.

Cycle parking.

Cycle route signing.



New &/or improved shared use footways.


New &/or improved traffic-free, safe routes for cycling close to / linking with local communities, businesses & facilities.

New &/or improved traffic-free, safe routes for equestrian use.


11


Main Measures (promoted primarily under the Cycling Strategy)

Support for setting up community based workshops providing bicycle maintenance & recycling in the community.


Cycle training.

Police enforcement.



Over the course of the second local transport plan for Surrey a total of 87 cycling schemes were planned, a total of 10 rights of way improvements were planned, a total of 58 new road crossings were planned, and a total of 173 safer routes to schools schemes were planned.

2.2.5 The Freight Strategy The strategy will focus on measures intended to assist in the effective transportation of goods whilst minimising the impact of large goods vehicles on Surrey’s environment and its residents. Measures likely to be brought forward under the strategy are shown in Table 2.2E. Table 2.2E: Freight Strategy measures


Main Measures (promoted primarily under the Freight Strategy)

“Unsuitable for HGVs” signing.


Accident remedial measures based on road collision data.



Collaborative working with the freight industry & other authorities.

Construction logistics planning.

Developing a preferred lorry route network for satellite navigation applications, including information on driver rest facilities.

Freight delivery & services planning.

Freight Quality Partnerships.

Loading/unloading bay provision.

Lorry incident reporting system.

Monitor local lorry movements, working with local residents & elected members.

Positive lorry route signing.

Rail freight transport.

River freight transport.


None specified.



Exploiting future opportunities to disseminate information to lorry drivers and satellite navigation companies (e.g. mobile phone applications, partnership work with Kent County Council at major ports).


None specified.

Pricing Measures


Ensuring access issues are fully considered as part of Vehicle Operators License Applications.


None specified.


12


measures)


Working with partners to consider freight issues in identification of appropriate developer-funded mitigation schemes.

Working with partners to consider freight issues in the local development framework process, in respect of the location & type of development, & the need for local infrastructure improvements & controls.

Working with partners to consider freight issues in providing guidance on parking provision.


None specified.

2.2.6 The Parking Strategy The strategy will focus on measures intended to reduce congestion caused by parked vehicles, make best use of the parking space available, enforce parking regulations fairly and efficiently, and provide appropriate parking where needed. Measures likely to be brought forward under the strategy are shown in Table 2.2F. Table 2.2F: Parking Strategy measures


Main Measures (promoted primarily under the Parking Strategy)

None specified.


Park & Ride



CCTV parking enforcement.

Civil parking enforcement officers.

Controlled parking zones.

Curfew parking.

Discretionary road markings.

Loading/unloading bay provision.

Minimum disabled bay provision.

Parking/loading restrictions.

School run parking restrictions.

Waivers & suspensions.


None specified



None specified


Car clubs.

Car share database.





Off-street parking variable message signs.

On-street parking variable message signs.


None specified.


13

Pricing Measures



Pay & Display.

‘Pay by Phone’.

Resident parking permit schemes.

Visitors parking permits.


None specified.


measures)


Integrated approach to on/off street parking.

Parking standards guidance for new developments.


None specified.

Over the course of the second local transport plan for Surrey a total of 177 traffic management and traffic calming schemes were planned, and 2 Park & Ride schemes were planned.

2.2.7 The Passenger Transport Strategy The passenger transport strategy will be published in two parts, Part 1 (Local Bus) will focus on measures designed to deliver and maintain an effective, safe and sustainable bus network in Surrey. Part 2 (Information), will focus on measures to ensure that both existing users and potential new users have access to comprehensive, up to date, and easily accessible journey planning information for passenger transport. Measures likely to be brought forward under the strategy are shown in tables 2.2G and 2.2H. Table 2.2G: Passenger Transport Strategy Part 1 (Local Bus) measures


Main Measures (promoted primarily under the Passenger Transport (Local Bus) Strategy)

Bus stop infrastructure.

Low-cost measures to improve bus service punctuality / reliability.

Park & Ride.



None specified.



Community transport schemes.

Continuation & development of partnership arrangements between the county council & bus operators.

Demand Responsive Transport.

Encouraging commercial bus services & commercially driven initiatives from bus operators.

Providing supported services using prioritisation methodology.

Smart card ticketing.

Support for the development of coach services.


None specified




14

None specified



Continuation & development of passenger transport information on Surrey county council’s website.

Continued support for passenger transport information produced by train/bus/coach operators.

Table 2.2H: Passenger Transport Strategy Part 2 (Information) measures


Main Measures (promoted primarily under the Passenger Transport (Information) Strategy)

Bus stop infrastructure.



None specified


Main Measures (promoted primarily under the Passenger Transport (Information) Strategy)


Continuation & development of passenger transport information on Surrey county council’s website.

Continued support for passenger transport information produced by train/bus/coach operators.


None specified

Over the course of the second local transport plan for Surrey a total of 164 bus infrastructure schemes were planned, a total of 23 bus priority schemes were planned, a total of 53 public transport interchanges were planned, and 2 Park & Ride schemes were planned.

2.2.8 The Rights of Way Improvement Plan The plan will focus on measures intended to maintain and improve the public rights of way network in Surrey. Measures likely to be brought forward under the plan include, schemes designed to maintain and where appropriate and necessary to improve existing rights of way, and schemes to develop and deliver new components of the rights of way network. Measures likely to be brought forward under the plan are show in Table 2.2I. Table 2.2I: Rights of Way Improvement Plan measures


Main Measures (promoted primarily under the Rights of Way Improvement Plan)

New &/or improved traffic-free, safe routes for cycling close to / linking with local communities, businesses & facilities.

New &/or improved traffic-free, safe routes for equestrian use.

New &/or improved traffic-free, safe routes for walking, close to / linking with local communities, businesses & facilities.


None specified.

Over the course of the second local transport plan for Surrey a total of 10 rights of way improvement schemes were planned.


15

2.2.9 The Road Safety & Anti-Social Driving Strategy The strategy will focus on measures designed to minimise the number of people killed or injured on Surrey’s roads, and to increase public confidence in the ability of Surrey’s public services to keep people safe. Measures likely to be brought forward under the strategy are shown in Table 2.2J. Table 2.2J: Road Safety & Anti-Social Driving Strategy measures


Main Measures (promoted primarily under the RS&ASD Strategy)


Safety cameras at speed or red light jumping collision sites.

Safety engineering at collision sites.


None specified



School crossing patrols.

Speed limit enforcement.


None specified



Community speed watch.

Media & publicity campaigns (e.g. drink driving, speeding, mobile phones, seatbelt wearing, safer motorcycling, anti-social parking).

Police enforcement.

Primary school education & training.

Roadside education & enforcement days.

‘Safe Drive: Stay Alive’ intervention.

School speed watch.

Secondary school education & training.

Work related road safety intervention – policy, risk assessment & internal systems to ensure an organisation’s vehicles are adequate, staff properly trained, crashes involving workforce recorded & remedial training implemented as required.


Cycle training.

Over the course of the second local transport plan for Surrey a total of 173 safer routes to school schemes were planned, a total of 181 local safety schemes were planned, a total of 58 road crossings were planned, and a total of 180 traffic management and traffic calming schemes were planned.

2.2.10 The Surrey Transport Asset Management Plan (STAMP) The asset management plan will make provision for the maintenance of the existing road and footway networks and bridges for which the County Council is responsible. Measures likely to feature in the strategy include carriageway maintenance schemes, footway maintenance schemes, winter maintenance services, highway drainage schemes, bridge strengthening schemes, structural maintenance and enhancement of highway structures, and replacement of subways and footbridges with surface level crossings.


16

Over the course of the second local transport plan for Surrey a total of 616 carriageway and footway maintenance schemes were planned, a total of 51 bridge strengthening schemes were planned, and a total of 11 structural maintenance schemes were planned. The maintenance of the existing highway and footway networks and of the county’s bridges will continue to be a priority area for the new Surrey Transport Plan, and a significant proportion of the money allocated under the Plan is likely to be invested in the management of existing transport assets.

2.2.11 The Transport Climate Change Strategy The strategy will focus on measures intended to contribute to reducing carbon dioxide emissions from transport in Surrey, and manage risks to transport infrastructure and transport services that may arise as a consequence of a changing climate (e.g. flooding, extreme cold weather, subsidence, etc.). Measures likely to be brought forward under the new Surrey Transport Plan that will contribute to the aims of the strategy could include, those designed to reduce the need to travel, those intended to support and encourage the use of public transport, cycling and walking, those intended to promote the use of lower emission vehicles and the development of more efficient driving habits, and measures to reduce the energy intensity of the management and maintenance of transport infrastructure. Measures likely to be brought forward under the strategy are shown in Table 2.2K. Table 2.2K: Transport Climate Change Strategy measures


Main Measures (promoted primarily under the Transport Climate Change Strategy)

Infrastructure to support the use of hybrid/electric vehicles.


Cycle parking.





None specified.


Continuation & development of partnership arrangements between the county council & bus operators.

Freight quality partnerships.

Integrated demand management.

Providing supported services using prioritisation methodology.

River freight transport.

Smart card ticketing.

Speed limit enforcement.

Urban traffic management & control.

‘Wheels to Learn’ scheme.


17



Carbon based VED behavioural change marketing.


Home working.

Promotion of ‘eco-driving’.


Advisory signage (e.g. turn-off engine at level crossings).

Car clubs.

Car share database.

Cycle training.



Pricing Measures


None specified



Pay & Display.

‘Pay by Phone’.

Resident parking permit schemes

Visitors’ parking permits.


measures)


Enforcement of fuel vehicle labelling.

Working with partners to consider climate change issues in identification of appropriate developer-funded mitigation schemes.

Working with partners to consider climate change issues in the local development framework process in respect of the location & type of development, & the need for local infrastructure improvements & controls.

Working with partners to consider climate change issues in providing guidance on parking provision.


Encourage boroughs & districts to consider adopting minimum emissions standards or vehicle age restrictions into taxi licensing procedures.

Over the course of the second local transport plan for Surrey it was planned that a total of 313 travel plans be produced, a total of 87 cycling schemes and 91 walking schemes were planned, a total of 164 bus infrastructure schemes were planned, a total of 23 bus priority schemes were planned, a total of 53 public transport interchanges were planned, and 2 Park & Ride schemes were planned.

2.2.12 The Travel Planning Strategy The strategy will focus on travel planning measures intended to ensure effective, reliable, safe & sustainable travel behaviour is embedded in the culture of organisations and schools in Surrey. Measures likely to be brought forward under the strategy are shown in Table 2.2L.


18

Table 2.2L: Travel Planning Strategy measures


Main Measures (promoted primarily under the Travel Planning Strategy)

None specified


Cycle parking.



None specified


Freight delivery & service planning.



Car clubs.

Car share database.

Cycle training.

Evaluation & behaviour change work through Surrey University.


Walking bus.



Media & publicity campaigns (e.g. drink driving, speeding, mobile phones, seatbelt wearing, safer motorcycling, anti-social parking).

Primary school education & training.

Roadside education & enforcement days.

‘Safe Drive: Stay Alive’ intervention.

School speed watch.

Secondary school education & training.


measures)


Travel planning input into local engineering schemes (funding permitting).


None specified.

Over the course of the second local transport plan for Surrey, a total of 313 travel plans were programmed to be delivered, and a total of 173 safer routes to school schemes were planned.

2.2.13 The Walking Strategy The strategy will focus on measures intended to increase the use of walking as a means of travelling in preference to the car. Measures likely to be brought forward under the strategy are shown in Table 2.2M. Table 2.2M: Walking Strategy measures


Main Measures (promoted primarily under the Walking Strategy)

Dropped kerbs.

Park & Stride schemes.

Pedestrian crossing facilities.

Relocation &, where possible, rationalisation of street furniture.

Tactile paving.

Town centre access studies to improve access for the sensorily & mobility impaired, involving audit by mobility impaired volunteers to identify problems with the built environment & develop priority lists of schemes & work programmes.




19



None specified.


Pedestrian training resources.

Walking bus schemes.


measures)


None specified.


Travel planning input into local engineering schemes (funding permitting).

Over the course of the second local transport plan for Surrey a total of 91 walking schemes were planned, a total of 10 rights of way improvements were planned, a total of 58 new road crossings were planned, and a total of 173 safer routes to schools schemes were planned.

2.3 Alternatives to the new Surrey Transport Plan

The aims and objectives of a plan can often be achieved through a range of different actions. Each of the actions that could be employed to pursue a particular objective, and any associated targets, will differ in terms of the costs that would be incurred and the benefits that would be achieved if that particular approach was adopted. For public sector bodies, that have a responsibility to deliver services and achieve objectives in ways that are both efficient and effective in terms of performance and cost, the ability to demonstrate that the methods by which it has been decided to implement a given strategy represent the best practicable option is important. The consideration of alternatives, from the perspective of the likely effects on the environment of different strategies and different methods of implementation, forms an important part of the strategic environmental assessment of a plan or programme. Examining the environmental implications of a range of viable alternatives (including the preferred option) is a useful exercise in that the information provided by that process enables the planners and decision makers who are responsible for deciding on the form and direction the plan to take explicit account of the environment in their deliberations. The role of the strategic environmental assessment in that process is not to say which alternative is the ‘best’ in environmental terms (and such an absolute judgement may not be feasible), but to provide a clear account of the environmental risks and opportunities for environmental gain that are associated with each of the options that is being considered.

2.4 The policy context for the new Surrey Transport Plan The following policies, plans and programmes have been reviewed to establish the wider policy context within which the new Surrey Transport Plan will be developed and delivered. Details have been compiled of the objectives, indicators and targets that have been set in policy, plans and programmes at the international, European, national, and regional levels for the transport sector. The planning policies that have been proposed for inclusion in the emerging Local Development Frameworks of the eleven districts and boroughs within Surrey have also been reviewed.

International Policy: (1) Report on the World Summit on Sustainable Development: Johannesburg, South Africa 2002

European Policy:

(1) Sixth Community Environment Action Programme (Decision No. 1600/2002/EC of the European Parliament & of the Council of 22 July 2002)

(2) Renewed EU Sustainable Development Strategy as adopted by the European Council on 15/16 June 2006


20

National Policy:

(1) The Future of Transport: A network for 2030

(2) Securing the Future: the UK Government Sustainable Development Strategy

(3) Planning Policy Statement 1: Delivering sustainable development

(4) Planning Policy Guidance 13: Transport

Regional Policy:

(1) The South East Plan

(2) South East Regional Sustainability Framework 2008

Surrey Strategies & Plans:

(1) Surrey Economic Partnership Economic Strategy 2006-2011 (Draft Final Version);

(2) Surrey Hills Area of Outstanding Natural Beauty (AONB) Management Plan 2009

(3) Elmbridge Core Strategy – Preferred Approach & Final Options Consultation 2009

(4) Epsom & Ewell Core Strategy 2007

(5) Guildford Core Strategy Consultation 2009

(6) Mole Valley Core Strategy – adopted October 2009

(7) Reigate & Banstead Core Strategy – adopted October 2009

(8) Runnymede Preferred Approaches Core Strategy – June 2009

(9) Spelthorne Core Strategy & Policies Development Plan Document – adopted 26 February 2009

(10) Surrey Heath Core Strategy & Development Management Options – September 2008

(11) Tandridge District Core Strategy – adopted 15 October 2008

(12) Waverley Draft Spatial Portrait, Issues, Objectives & Spatial Vision – Core Strategy Issues & Options Consultation February 2009

(13) Woking Core Strategy – Issues & Options Consultation Autumn 2009


21

Report on the World Summit on Sustainable Development: Johannesburg, South Africa 2002

Objective: Promote an integrated approach to policy making at the national, regional & local levels for transport

services & systems to promote sustainable development, including policies & planning for land use, infrastructure, public transport systems & goods delivery networks, with a view to providing safe, affordable & efficient transportation, increasing energy efficiency, reducing pollution, congestion & adverse health effects & limiting urban sprawl, taking into account national priorities & circumstances. (Para 21, p.18)

Actions, Indicators & Targets

Implement transport strategies for sustainable development, reflecting specific regional, national & local conditions, to improve the affordability, efficiency & convenience of transportation as well as urban air quality & health & reduce greenhouse gas emissions, including through the development of better vehicle technologies that are more environmentally sound, affordable & socially acceptable. (Para 21(a), pp.18-19)

Is the new Surrey Transport Plan in accordance?

The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives for transport relevant to the UK context set out in the Johannesburg Declaration on sustainable development.

European Union Sixth Community Environment Action Programme

Objective: Emphasising climate change as an outstanding challenge of the next 10 years & beyond &

contributing to the long-term objective of stabilising greenhouse gas concentrations in the atmosphere at a level that would prevent dangerous anthropogenic interference with the climate system. Thus a long-term objective of a maximum global temperature increase of 2

oC over pre-industrial levels & a CO2 concentration below 550

ppm shall guide the Programme. In the longer term this is likely to require a global reduction in emissions of greenhouse gases by 70% as compared to 1990 as identified by the IPCC. (Article 2, para 2, p.3)


Reducing greenhouse gas emissions in the transport sector, by:

Encouraging a switch to more efficient & cleaner forms of transport including better organisation & logistics. (Article 5, para 2(iii)(c), p.7)

Promoting the...use of alternative fuels & of low-fuel-consuming vehicles with the aim of substantially & continually increasing their share. (Article 5, para 2(iii)(f), p.7)

Promoting measures to reflect the full environmental costs in the price of transport. (Article 5, para 2(iii)(g), p.7)

Decoupling economic growth & the demand for transport with the aim of reducing environmental impacts. (Article 5, para 2(iii)(h), p.7)


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives for transport, relevant to the role and context of the new Surrey Transport Plan, set out in the EU’s Sixth Environmental Action Programme.

European Union Renewed Sustainable Development Strategy 2006

Objective: Safeguard the earth’s capacity to support life in all its diversity, respect the limits of the planet’s

natural resources & ensure a high level of protection & improvement of the quality of the environment. Prevent & reduce environmental pollution & promote sustainable consumption & production to break the link between economic growth & environmental degradation. (Key Objective – Environmental Protection, Document 10917/06, p.3)


Sustainable Transport Overall Objective: To ensure that our transport systems meet society’s economic,

social & environmental needs whilst minimising their undesirable impacts on the economy, society & the environment. (Document 10917/06, p.10)

Operational objectives & targets

By 2010 5.75% of transport fuel should consist of biofuels, as an indicative target, (Directive 2003/30/EC), considering raising their proportion to 8% by 2015. (Doc. 10917/06, p.8)

Decoupling economic growth & the demand for transport with the aim of reducing environmental impacts. (Doc. 10917/06, p.10)


22

European Union Renewed Sustainable Development Strategy 2006 (continued)

Actions, Indicators & Targets: Operational objectives & targets

Achieving sustainable levels of transport energy use & reducing transport greenhouse gas emissions. (Doc. 10917/06, p.10)

Reducing pollutant emissions from transport to levels that minimise effects on human health &/or the environment. (Doc. 10917/06, p.10)

Achieving a balanced shift towards environment friendly transport modes to bring about a sustainable transport & mobility system. (Doc. 10917/06, p.10)

Reducing transport noise both at source & through mitigation measures to ensure overall exposure levels minimise impacts on health. (Doc. 10917/06, p.10)

Modernising the EU framework for public passenger transport services to encourage better efficiency & performance by 2010. (Doc. 10917/06, p.10)

In line with the EU strategy on CO2 emissions from light duty vehicles, the average new car fleet should achieve CO2 emissions of 140g/km (2008/09) and 120g/km (2012). (Doc. 10917/06, p.10)

Halving road transport deaths by 2010 compared to 2000. (Doc. 10917/06, p.10)


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives for transport set out in the EU’s Renewed Sustainable Development Strategy.

The Future of Transport: A Network for 2030

Objective: Our goal is a road network that provides a more reliable & freer-flowing system for motorists, other

road users & businesses, where travellers can make informed choices about how & when they travel, & so minimise the adverse impact of road traffic on the environment & other people. (Chapter 3, p.34)


Looking ahead 30 years we need to be in a position where we:

Continue to improve safety. (Para 3.5, p.35)

Identify, fund & deliver promptly additional road capacity where this is justified – balancing the needs of motorists & other road users with wider concerns about the impact on the environment, including the landscape. (Para 3.5, p.35)

Get ever greater performance out of the road network through improved management. (Para 3.5, p.35)

Facilitate smarter individual choices about the trips we need to make, giving people alternatives to using their car, particularly for short journeys. (Para 3.5, p.35)

Support & promote these choices by ensuring that new ways of paying for road use are developed so they become practical options. (Para 3.5, p.35)

Objective: Buses are the main form of public transport. We need bus networks that provide flexible &

convenient services tailored to local needs, offering a reliable way to travel to & from jobs, schools, shops & other services. (Chapter 5, p.64)


Our bus services must be punctual – which means giving buses priority in congested locations & using more pre-paid ticketing to speed boarding. (Para 5.6, p.66)

Our bus services must be good value – for the traveller & the tax payer. (Para 5.6, page 66)

Our bus services must be frequent & reliable – with up-to-date travel information that is easy to obtain. (Para 5.6, p.66)

Our bus services must be seamless – with good integration of bus services & other travel networks. (Para 5.6, p.66)

Our bus services must be safe – both when travelling on the bus & when walking to & from the bus stop. (Para 5.6, p.67)

Our bus services must be clean, comfortable & attractive – with well designed & maintain buses. (Para 5.6, p.67)


23

The Future of Transport: A Network for 2030 (continued)

Objective: Walking & cycling offer a healthy & enjoyable alternative, particularly for short trips. We want to

encourage people to choose to walk & cycle more often. (Chapter 6, p.76)


Our aim for the next 20 to 30 years is to increase walking & cycling:

This will help to reduce car use & help to tackle social inclusion, making towns & cities safer & more pleasant places to live. (Para 6.3, p.76)

This will help to reduce congestion & improve air quality. (Para 6.3, p.76)

This will increase levels of physical activity & improve public health. Moderate physical activity such as walking & cycling helps to reduce obesity, heart diseases, stroke, cancer & diabetes. (Para 6.3, p.77)

Objective: Efficient freight transport is essential to our economy & to our prosperity. In turn, economic growth

increases demand for goods & therefore for their transportation – locally, nationally & internationally. Goods need to be moved freely, reliably & efficiently, while minimising the impact on safety, the environment & other transport users. (Chapter 8, page 90)


The Government’s key aims for the freight industry are to facilitate the continuing development of a competitive & efficient freight sector, whilst reducing the impact that moving freight has on congestion & the environment. (Para 8.2, p.91)

We need reliable routes for moving goods to consumers & businesses. We need proportionate regulation & enforcement which protects society without stifling business, & a continuing partnership with industry to exploit the potential for more efficient logistics. (Para 8.3, p.91)


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out in the UK Government’s transport strategy.

Securing the Future – the UK Government’s Sustainable Development Strategy

Objective: Sustainable consumption & production – to achieve more with less, looking at how goods & services

are produced, the impacts of products & materials across their whole lifecycle & building on people’s awareness.


Aviation & shipping emissions – greenhouse gases from UK-based international aviation & shipping fuel bunkers & GDP.

Road transport – CO2, NOx, PM10 emissions & GDP

Private vehicles – CO2 emissions & car-km & household final consumption expenditure.

Road freight – CO2 emissions & tonnes-km, tonnes & GDP.

Objective: Sustainable communities: to create sustainable communities that embody the principles of

sustainable development at the local level.


Mobility – (a)number of trips per person by mode (b)distance travelled per person per year by broad trip purpose – By 2010 increase use of bus & light rail modes of public transport by more than 12% on levels for 2000.

Getting to school – By 2010 increase use of bus & light rail modes of public transport by more than 12% on levels for 2000.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the UK Government’s sustainable development strategy.


24

Planning Policy Statement (PPS) 1 – Delivering Sustainable Development

Objective: Development plans should ensure that sustainable development is pursued in an integrated

manner, in line with the principles for sustainable development set out in the UK strategy. RPBs & LPAs should ensure that development plans promote outcomes in which environmental, economic & social objectives are achieved together over time. (Para 13(i), p.6)


Reduce the need to travel & encourage accessible public transport provision to secure more sustainable patterns of transport development. Planning should actively manage patterns of urban growth to make the fullest use of public transport & focus development in existing centres & near to major public transport interchanges. (Para 27(vii), p.12)


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives, relevant to the new Plan, set out for transport in Planning Policy Statement 1.

Planning Policy Guidance 13 – Transport

Objective: To integrate planning & transport at the national, regional, strategic & local level to: (1)Promote

more sustainable transport choices for both people & for moving freight; (2)Promote accessibility to jobs, shopping, leisure facilities & services by public transport, walking & cycling; (3)To reduce the need to travel, especially by car. (Para 4, pp.1-2)


Ensure that strategies in the development plan & LTP complement each other & that consideration of development plan allocations & local transport investment & priorities are closely linked. (Para 6(6), p.2)

Use parking policies, alongside other planning & transport measures, to promote sustainable transport choices & reduce reliance on the car for work & other journeys. (Para 6(7), p.2)

Give priority to people over ease of traffic movement & plan to provide more road space to pedestrians, cyclists & public transport in town centres, local neighbourhoods & other areas with a mixture of land uses. (Para 6(8), p.2)

Ensure that the needs of disabled people as pedestrians, public transport users & motorists – are taken into account in the implementation of planning policies & traffic management schemes, & in the design of individual developments; consider how best to reduce crime & the fear of crime, & seek by the design & layout of developments & areas, to secure community safety & road safety. (Para 6(9), p.2)

Protect sites & routes which could be critical in developing infrastructure to widen transport choices for both passengers & freight movements. (Para 6(10), p.2)


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives, relevant to the new Plan, set out for transport in Planning Policy Guidance 13.

Regional Policy: The South East Plan: Regional Spatial Strategy 2009

Objective: Key transport links will be improved, providing access for all, especially disadvantaged groups.

(Objective ix, p.15)


Policy T1: Manage & Invest (para 8.8 to 8.10, pp.66-67): Relevant regional strategies, LDDs & LTPs should ensure that their management policies & proposals: (iii)foster & promote an improved & integrated network of public transport services in & between both urban & rural areas; (v)improve the maintenance of the existing transport system; (vi)include measures that reduce the overall number of road casualties; (vii)include measures to minimise negative environmental impacts of transport &, where possible, to enhance the environment & communities through such interventions; (viii)investment in upgrading the transport system should be prioritised to support delivery of the spatial strategy by: (a)supporting the function of the region’s international gateways & inter-regional movement corridors; (b)developing the network of regional hubs & spokes; (c)facilitating urban renewal & urban renaissance as a means of achieving a more sustainable pattern of development; (d)improving overall levels of accessibility.


25

Regional Policy: The South East Plan: Regional Spatial Strategy 2009 (continued)


Policy T2: Mobility Management (para 8.11 to 8.12, pp.67-68): The policies & proposals set out in LDDs & LTPs should include policies to achieve a rebalancing of the transport system in favour of sustainable modes based on an integrated package of measures drawn from the following: (i)the allocation & management of highway space used by individual modes of travel; (ii)the scale of provision & management (including pricing) of car parking both on & off street; (iii)the scope & management of public transport services; (iv)an integrated & comprehensive travel planning advice service; (v)improvements in the extent & quality of pedestrian & cycle routes; (vi)charging initiatives; (vii)intelligent transport systems including the use of systems to convey information to transport users; (viii)incentives for car sharing & the encouragement of car clubs; (ix)local services & e-services to reduce the need to travel; (x)changes in ways of working that alter the extent & balance of future demand for movement; (xi)demand responsive transport & other innovative solutions that increase accessibility; (xii)measures that increase accessibility to rail stations.

Policy T3: Charging (para 8.13 to 8.15, p.68): Local transport authorities, & particularly those responsible for the hubs should consider using powers available under the Transport Act 2000 & the Local Transport Act 2008, & government funding, to test new charging initiatives. This may be done, where appropriate, jointly with other authorities. Road user charging should be considered as part of an integrated approach to support delivery of the regional strategy. In addition to being consistent with national guidance, any scheme within the region should be matched with promotion of sustainable alternatives to vehicle use, & be designed so as to avoid disadvantaging regeneration areas dependent on road access.

Policy T4: Parking (para 8.16 to 8.19, p.69): LDDS & LTPs should, in combination: (i)adopt restraint-based maximum levels of parking provision for non-residential developments, linked to an integrated programme of public transport & accessibility improvements; (ii)set maximum parking standards for Class B1 land uses within the range 1:30 m

2 & 1:100 m

2; (iii)set maximum parking standards for other non-residential land uses in line

with PPG13: Transport, reducing provision below this in locations with good public transport; (iv)include policies & proposals for the management of the total parking stock within regional hubs that are consistent with these limits; (v)apply guidance set out in PPS3 on residential parking, reflecting local circumstances; (vi)support an increase in the provision in parking at rail stations where appropriate; (vii)ensure the provision of sufficient cycle parking at new developments including secure cycle storage for new flats & houses which lack garages.

Policy T5: Travel Plans & Advice (para 8.20 to 8.22, p.69-70): LAs must ensure that their LDDs & LTPs identify those categories of major travel generating developments, both existing & proposed, for which travel plans should be developed. Local transport authorities should also consider piloting the concept of transport planning advice centres for regional hubs in their LTPS.

Policy T7: Rural Transport (para 8.24, p.70): LTPs covering areas that are not wholly urban should: (i)take a coordinated approach to encouraging community-based transport in areas of need; (ii)include a rural dimension to transport & traffic management policies, including looking for opportunities to improve provision for cyclists & pedestrians between towns & their nearest villages; (iii)develop innovative & adaptable approaches to public transport in rural areas that reflect the particular & longer-term social & economic characteristics of the region.

Policy T8: Regional Spokes (para 8.25 to 8.28, p.71): Relevant regional strategies, LDDs & LTPs will include policies & proposals that support & develop the role of regional spokes by: (i)providing a level of service that supports the role of regional hubs as a focus of economic activity; (ii)delivering improvements in journey time reliability that support the rebalancing of the transport system in favour of non-car modes; (iii)developing a complementary & integrated network of rail & express bus/coach services along spokes & inter-regional corridors; (iv)addressing identified bottlenecks; (v)improving access to international gateways.

Policy T9: Airports (para 8.29 to 8.32, pp.71-72): Relevant regional strategies, LDDs & LTPs will include policies & proposals that: (i)support the development of Gatwick & Heathrow airports & safeguard land at Gatwick for a possible new runway after 2019 as set out in the 2003 Air Transport White Paper & subsequent Government statements; (iv)take account of airport operator master-plans produced in accordance with the Air Transport White Paper. Priority should be given in Airport Surface Access Strategies: (i)to reduce the environmental impact of surface access; (ii)to increase modal share in favour of public transport & sustainable modes; (iii)to set & monitor targets that are consistent with the aims of LDDs & LTPs.

Policy T12: Freight & Site Safeguarding (para 8.35 to 8.38, pp.73-74): Relevant regional strategies, LDDs & LTPs should include policies & proposals that: (i)safeguard wharves, depots & other sites that are, or could be, critical in developing the capability of the transport system to move freight, particularly by rail or water; (ii)safeguard & promote sites adjacent to railways, ports & rivers for developments, particularly new inter-modal facilities & rail related industry & warehousing, that are likely to maximise freight movement by rail or water; (iii)encourage development with a high generation of freight &/or commercial movements to be located close to inter-modal facilities, rail freight facilities, or ports & wharves.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the Regional Spatial Strategy.


26

South East Regional Sustainability Framework 2008

Objective: To improve the efficiency of the transport networks by enhancing the proportion of travel by

sustainable modes & by promoting policies which reduce the need to travel (Objective 21)


Growth in road traffic volume – To reduce regional road traffic in the short to medium term, in line with the Government’s national Ten Year Plan (improving the ratio of traffic growth to GDP by 0.8:1 to 0.6:1 by 2010) – To reduce ‘private vehicle km travelled’.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in Regional Sustainability Framework for the South East.

Surrey Economic Partnership Economic Strategy 2006-2011 (Draft Final Version)

Objective: To promote resourceful business practices which will sustain the success of the Surrey economy. (Section 4.3, p.12)


Develop the Sustainable Business Programme in order to provide a culture & mechanisms conducive to sustainable growth amongst SMEs. Measures to include: (i)guidelines & a toolkit to assist SMEs on implementing flexible working practices, home working & other measures to reduce the need to travel & in harnessing the potential of ICT in this regard; (iv)a campaign to promote flexible working practices as a means of reducing the need to travel (Section 5.3.2, Action 1, p.15)

Support the business community, in conjunction with the public sector where appropriate, in case building & lobbying for the acceleration of key infrastructure investment critical to the sustainable economic performance of Surrey addressing the following priorities: a commitment to accelerating the Airtrack Rail Link; an investment framework & programme for upgrading the east-west rail links across the Surrey Hills to Gatwick; maintenance of a fast rail link to Gatwick; removal of the A3 Hindhead bottleneck; concerted support to the bringing forward of T6; promotion of school bussing as a means of reducing car traffic across Surrey. (Section 5.3.2, Action 2, p.15)


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the Surrey Economic Partnership Economic Strategy.

Surrey Hills AONB Management Plan 2009

Objective: Vision for Traffic & Transport: Transport measures reinforce the rural character of the area &

provide safe & convenient access for people who live in, work in or visit the Surrey Hills. (Section 3.9.2, p.46)


Sensitive measures appropriate to the AONB will be implemented to influence driver behaviour to encourage the safe use & enjoyment of country lanes & villages. (Section 3.9.3, T1, p.46)

Everyone, irrespective of age, impairment or ethnicity, should have opportunities to access the Surrey Hills by train, bus, cycle or on foot. (Section 3.9.3, T2, p.46)

Transport infrastructure, associated landscape design & verge management will be of a high standard, accessible & respect the local landscape quality, character & biodiversity. (Section 3.9.3, T3, p.46)

Major transport schemes will have due regard to the AONB designation & measures will be taken to reduce their impact on the Surrey Hills landscape. (Section 3.9.3, T4, p.46)


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the Surrey Hills AONB Management Plan.


27

Elmbridge LDF Core Strategy – Preferred Approach & Final Options Consultation 2009

Objective: To reduce people’s reliance on driving, by directing new development to sustainable locations,

promoting attractive and convenient alternatives to using the private car &, in doing so, reducing congestion & pollution caused by traffic. (Objective 13, p.23)

Preferred Policy Options: CPA 27 – Travel & Accessibility (p.126)

Improving transport infrastructure – The Council will work in partnership with all transport providers to support improvements to transport infrastructure. Those relating to new development will be supported through the collection of developer contributions subject to viability. The Council will support improvements to stations & station parking that facilitate increased public transport use.

Reduce the need to use the private car – (i)New high trip generating developments should be directed to sustainable locations, including town centres & areas with good public transport accessibility & apply maximum parking standards to all uses across the Borough, including considering zero parking for certain town centre developments; (ii)The Council will require travel plans on all new development that could have a significant impact on the transport network, in order to promote the delivery & use of sustainable transport modes.

Improving the environmental impact of transport – The Council will seek to mitigate the detrimental environmental effects caused by transport, particularly with regards to HGVs, through a variety of measures, which may include greening the roadside & parking environment, improving air quality, noise reduction measures & traffic calming.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the preferred approach for the Elmbridge Core Strategy.

Epsom & Ewell LDF Core Strategy 2007

Objective: Minimising the need to travel & encouraging opportunities for trips to be made by alternative modes

of travel to the motor car. (Para 2.6.2, bullet point 12, p.12).

Objective: Encouraging highway safety & environmental improvement measures which reduce the detrimental

impacts of high traffic volumes. (Para 2.6.2, bullet point 12, p.12).

Preferred Policy Options: Policy CS16 (pp.47-48)

Encouragement will be given to development proposals & management policies which foster an improved & integrated transport network & facilitate a shift of emphasis to non-car modes as a means of access to services & facilities. In particular the Council will work with the County Council & other relevant agencies in Epsom town centre to reduce the impact of roads & traffic movement, to support the development of opportunities for the use of public transport, & to enhance the pedestrian environment. Throughout the Borough the Council will seek to ensure that highway design responds to the positive characteristics of an area & delivers a high quality public realm for all users. In creating new places, highway design should ensure that the needs of vehicular traffic do not predominate to the detriment of other modes of travel or to the quality of the environment created.

Development proposals will be required to be consistent with, & contribute to, the implementation of the Surrey LTP & should: (i)minimise the need for travel, through measures such as travel plans or the provision or enhancement of local services & facilities; (ii)provide safe, convenient & attractive accesses for all, including the elderly & disabled, & others with restricted mobility, & provide links to the existing network of footways, bridleways & cycleways, so as to maximise opportunities for their use; (iii)be appropriate for the highways network in terms of the volume & nature of traffic generated, & ensure that the safety, convenience & free flow of traffic using the highway are not adversely affected; (iv)avoid highway improvements which harm the environment & character of the area; (v)provide appropriate & effective parking provision, both on & off-site, & vehicular servicing arrangements; (vi)ensure that vehicular traffic generated does not create new, or exacerbate existing, on street parking problems, taking account of any contributions that have been secured to the provision of off-site works.

All major developments should be well located for convenient access by non-car modes, including walking, cycling and high quality public transport. Land will be allocated in the Site Allocations DPD for the construction of the Kiln Lane link road.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the Epsom & Ewell Core Strategy. It should be noted that the Kiln Lane link road is unlikely to come forward within the timeframe of the new Surrey Transport Plan, and has yet to secure funding.


28

Guildford LDF Core Strategy Consultation 2009

Objective: Reduce the need to travel by car by directing development to locations that are, or have clear

potential to be, well served by public transport, & accessible to safe pedestrian or cycle routes, to improve accessibility & reduce vehicle congestion. (Managing Sustainable Growth (MSG) Objective 4, para 7.3, p.24)

Preferred Policy Option CP6 – Land Use Planning & Movement: The Council & its partners will facilitate a

transport & movement system that reduces the need to travel, improves accessibility to jobs, shops, services & community facilities, & reduces congestion, & air & noise pollution, by reducing the number of car-borne trips. This will be done by: (i)Where possible integrating development & transport provision & by directing development – especially development generating significant traffic movements – to locations that are accessible to key services & facilities & by a range of transport modes, including walking, cycling & public transport; (ii)Encouraging a mix of uses; (iii)Assessing development proposals in relation to the standards set out in the Vehicle Parking Standards SPD; (iv)Ensuring that the majority of all future development is well related to the existing or extended bus & rail network; (v)Requiring all developments to include measures to assist access via public transport, walking & cycling, where practicable. In part this will be achieved through transport assessments & statement required for development proposals exceeding DfT thresholds. Travel plans will also contribute to this aim.

Preferred Policy Option CP7 – Improving transport choice: The Council & its partners will work to promote

a transport system whereby all members of the community, including the young, elderly, disabled, disadvantaged & visitors are able to access jobs, goods & services, leisure & social activities. People should have a realistic choice about how they travel, & public transport, walking & cycling should be convenient. This will be achieved by: (i)Ensuring that the walking environment in Guildford Borough is safe, convenient, comprehensive &, wherever practicable, wheelchair & pushchair friendly; (ii)Providing safe cycle routes as a priority. A network of safe walking & cycling routes will be promoted, linking communities, the town & local centres & recreational areas; (iii)Applying minimum cycle parking standards to ensure that new development provides adequate provision for cycling; (iv)Improving the provision of public transport & associated infrastructure (bus priority), with priority given to improving, establishing & operating car clubs in larger developments & key areas; (v)Enhancing the capacity, quality & convenience of sustainable transport routes serving Guildford town centre & the major employment & retail areas; (vi)Ensuring sustainable means of access in rural areas in order to access services, & the main bus & rail networks. Promoting transport choice, in particular a move away from the private car to more sustainable public transport, improved pedestrian environments, car clubs & car sharing, whilst benefiting all, will be of particular benefit to people with limited mobility, visual impairments or other disabilities, & the unemployed or on low incomes, who may not have access to a private car.

Preferred Policy Option CP8 – Integrated transport: The Council & its partners will work towards the

creation of a seamless integrated transport system that allows people to switch easily between public transport, walking, cycling & cars by: (i)Providing suitable drop-off points; (ii)Ensuring pedestrian access to stations & bus stations is convenient, safe, welcoming & well signed; (iii)Ensuring adequate, safe & covered cycle storage is provided at stations & bus stations; (iv)Providing additional Park & Ride sites, where practical with bus priority.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the consultation version of the Guildford Core Strategy.

Mole Valley LDF Core Strategy – adopted October 2009

Adopted Policy – Policy CS18 – Transport Options & Accessibility:

The availability of travel options & access will be given significant weight in allocating land for development & in considering development proposals. Transport schemes that lead to improvements in accessibility & give priority to the needs of pedestrians, cyclists & users of public transport will be supported. Development proposals will be required to be consistent with, & contribute to the implementation of the Surrey LTP.

The Council will require the submission of Travel Plans to accompany applications for development proposals above thresholds to be established through the Development Management Policies DPD. Such plans will be a condition of the granting of planning permission & implemented through a Section 106 agreement.

All new housing & commercial development will be subject to the development tariff, a component of which will be directed towards enhanced public transport, promotion of more sustainable transport choices & to support improvements in the range of transport options & accessibility to services & facilities by means other than the private car (in accordance with Policy CS17 (Infrastructure, Services & Community Facilities)).


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the Mole Valley LDF Core Strategy.


29

Reigate & Banstead LDF Core Strategy – adopted October 2009

Objective: To increase opportunities for pursuing a healthy lifestyle, by maintaining & enhancing recreation

facilities which encourage walking & cycling. (Strategy Objective 4)

Objective: To tackle congestion, pollution & greenhouse gas emissions of private car use by promoting

sustainable modes of transport to promote healthier lifestyles. (Strategy Objective 13)

Objective: To improve overall accessibility to key services & facilities for all by encouraging development in

accessible locations maintaining & enhancing the movement network. (Strategy Objective 14)

Objective: To provide a graduated approach to parking in relation to the accessibility of locations as part of a

joined up approach to meeting parking needs & reducing parking concerns. (Strategy Objective 15)

Objective: To support the sustainable growth of a one-runway, two-terminal airport at Gatwick, subject to

satisfactory environmental safeguards being in place. To resist any development at Redhill Aerodrome which would result in any intensification of flying & related activities. (Strategy Objective 16)

Preferred Policy Options

Policy CS16 – Travel Options: (1)The Council will work with Surrey County Council, the Highways Agency, rail & bus operators & neighbouring LAs & developers to: improve travel options through enhanced provision for bus, rail, walking, cycling & bridleways; promote walking & cycling as the preferred travel option for shorter journeys; enhance public transport interchange facilities in Redhill & Horley town centres; Promote the appropriate use of the car for necessary journeys & car parking which is relative to the car ownership patterns of the borough; (2)The Council will seek Travel Plans through planning applications for development in accordance with national guidance.

Policy CS17 – Accessibility: The Council will seek to allocate land for development & direct development to accessible locations in the borough to: Reduce the need to travel; Improve the highway network to meet all street users’ needs; maximise efficiency of the transport network; Seek to promote non-car travel; Enhance accessibility along key corridors & in particular promote Redhill/Reigate as a Regional Transport Hub in accordance with its RSS designation.

Policy CS18 – Parking: The Council will: Develop & maintain a Parking Strategy to implement graduated parking standards to allow different levels of off-street & on-street parking provision depending on an area’s accessibility to services by walking, cycling & public transport; Work with Surrey County Council as the Highway Authority to promote residential & controlled parking zones.

Preferred Policy Options – Policy CS8 – Gatwick Airport: The Council will work with partners to promote the

Gatwick Diamond & support the development of Gatwick Airport, within the Gatwick airport boundary, including the development of facilities that contribute to the safe & efficient operation of the airport.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the Reigate & Banstead LDF Core Strategy.

Runnymede Preferred Approaches Core Strategy – June 2009

Objective: To help tackle the causes & effects of climate change, encouraging sustainable construction,

energy efficient design, renewable energy provision, sustainable travel & recycling. (Core Strategy Objective 12).

Objective: To promote the use of public transport, cycling & walking & reduce the need to travel, ensuring that

new development is sustainably located. (Core Strategy Objective 14).

Objective: To protect natural resources & minimise the effects of all forms of pollution on the local community

& the environment. (Core Strategy Objective 15).

Preferred Policy Option

Policy Approach 10 – Sustainable Transport: To achieve sustainability, development will need to: Be located where it is accessible by forms of travel other than the private car; Contribute to the improvement of existing, & provision of new, public transport services & the provision of sustainable transport initiatives including the Council’s yellow bus scheme for school travel; Demonstrate that it can mitigate the transport impacts which may arise from the development; Be located in the urban areas close to existing town centres & community facilities & public transport; Include other measures to reduce car use; Make provision for on-site cycle parking; Prepare, implement & monitor Travel Plans for major development schemes.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the preferred approach to the Runnymede Core Strategy.


30

Spelthorne Core Strategy & Policies DPD – adopted 26 February 2009

Objective: To protect & improve the quality of the environment, including improving the landscape, promoting

biodiversity & safeguarding the borough’s cultural heritage. (CS Obj 1).

Objective: To ensure the borough develops in a way that minimises harmful CO2 emissions contributing to

climate change & that caters for potential future climate change. (CS Obj 2).

Objective: To secure an improvement in the borough’s air quality. (CS Obj 3).

Objective: To ensure development contributes to sustainable transport choices & reduces the need to travel.

(CS Obj 15).

Objective: To provide for the continued development of Staines as a focus for a mix of town centres uses

including retail, leisure & employment & to improve access to the town centre. (CS Obj 19).

Objective: To maintain the role of the centres of Ashford, Shepperton & Sunbury Cross in providing local

services. (CS Obj 20).

Objective: To encourage development of a sustainable transport system that supports the spatial strategy &

provides for the needs of all sections of the community in an environmentally acceptable way & further improves Staines role as a public transport interchange. (CS Obj 21).

Preferred Policy Options

Strategic Policy SP7: Climate Change & Transport – The Council will seek to minimise the impact of climate change. It will reduce the impact of development in contributing to climate change by: (a) Promoting the inclusion of provision for renewable energy, energy conservation & waste management facilities in both new & existing developments; (b) Ensuring development is located in a way that reduces the need to travel & encourages alternatives to car use, & its design & layout takes account of climate change; (c) Supporting initiatives, including travel plans, to encourage non car-based travel; (d) Promoting the efficient use & conservation of water resources; (e) Promoting measures to reduce flooding & the risks from flooding; (f) Supporting measures to enhance & manage Staines role as a public transport interchange.

Policy CC2: Sustainable Travel – The Council will seek to secure more sustainable travel patterns by: (a) Supporting measures & specific schemes to improve facilities for non-car based travel including Staines role as a public transport interchange; (b) Requiring development needing access by a large number of people to be located where it is or can be made accessible by non-car means of transport; (c) Requiring all major development to be accompanied by a site specific travel plan to promote & achieve sustainable travel choices; (d) Only permitting traffic generating development where it is or can be made compatible with the transport infrastructure in the area taking into account – (i)number & nature of additional traffic movements, including servicing needs; (ii)capacity of the local transport network; (iii)cumulative impact including other proposed development; (iv)access & egress to the public highway; (v)highway safety.

Policy CC3: Parking Provision – The Council will require appropriate provision to be made for off street parking in development proposals in accordance with its maximum parking standards. In considering the level of provision the Council will have regard to: (a) The anticipated demand for parking arising from the use proposed, or other uses to which the development may be put without needing planning permission; (b) The scope for encouraging alternative means of travel to the development that would reduce the need for on-site parking. This will be particularly relevant in areas well-served by public transport; (c) The impact on highway safety from potential on-street parking & the scope for measures to overcome any problems; (d) The need to make adequate & convenient provision for disabled parking. The Council will require the provision of sufficient, safe, weatherproof, convenient & secure cycle parking within developments to assist in promoting cycle use.

Policy CC4: Non-car Access to Heathrow & Airtrack – The Council will encourage measures to increase the accessibility of Heathrow Airport from the borough by non car-based modes, where improvements can be achieved in an environmentally acceptable manner. The Council will work with those involved in promoting the Airtrack scheme to ensure that potential alternatives are fully evaluated, & that the environmental impacts, particularly on Staines Moor & Staines town centre & those living near the track, are fully assessed & effective mitigation is proposed to minimise & compensate for adverse impacts. It will consider the extent to which detailed proposals overcome environmental impacts in deciding whether to support any proposal to construct the scheme that may be brought forward in the future. The route of Airtrack through Spelthorne will be safeguarded.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the Spelthorne LDF Core Strategy.


31

Surrey Heath Core Strategy & Development Management Options – September 2008

Objective: Improve travel choice &, in particular, reduce reliance on the private car. (Objective xv - Transport)

Preferred Approach – Policy CP4 – Movement: The preferred approach is to reduce demand for travel &

encourage the remaining demand to shift to other mode. To facilitate this new development should preferably be located close to centres of employment & local services to reduce demand for travel or where a choice of sustainable modes of transport exist or can be made available. The Council & its partners will work to provide improved opportunities for travel by sustainable modes of transport for those already living & working within the borough. In particular, the Council will seek to improve rail services, quality bus partnership throughout the borough, improved bus/rail links and an integrated footpath/cycle route network.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the options version of the Surrey Heath Core Strategy.

Tandridge District Core Strategy – adopted 15 October 2008

Objective: Provision of adequate transport infrastructure & services (including public transport) that supports

the aim of reducing the need to travel by car.

Preferred Policy Option – Policy CSP 12 – Managing Travel Demand: The Council will require new

development to: Make improvements, where appropriate, to the existing infrastructure network, including road & rail, facilities for bus users, pedestrians & cyclists & those with reduced mobility; have regard to adopted highway design standards & vehicle & other parking standards. The Council will support the enhancement & better management of the regional transport spokes; M23/A23 corridor, M25/A25/Redhill to Tonbridge line corridor & the A264, subject to suitable environmental safeguards.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the Tandridge LDF Core Strategy.

Waverley Draft Spatial Portrait, Issues, Objectives & Spatial Vision – Core Strategy Issues & Options Consultation February 2009

Objective: To contribute to the delivery of sustainable communities, by directing new development towards the

most sustainable location, where there is the best available access to jobs, schools, health services, leisure & recreation & community facilities, particularly by public transport, cycling & on foot.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the issues and options consultation for the Waverley LDF Core Strategy.

Woking LDF Core Strategy – Issues & Options Consultation Autumn 2009

Objective: A transport system that enables people to get to jobs, services & other places they wish to visit

safely, in a reasonable & consistent journey time. Walking & cycling to the town centre, district & local centers, schools & other facilities are safe & convenient. Most people who live further away from Woking Town Centre can get to it by good, frequent public transport. Onward journeys to major destinations can be made by train. Using a car is a choice not a necessity.


32

Woking LDF Core Strategy – Issues & Options Consultation Autumn 2009

Key issues

Key transport & accessibility issue 1: Traffic Congestion – Congestion results in poor accessibility, particularly in & out of the town centre at peak travel times, & a deterioration of the local environment. This may also pose a threat to the borough’s economy. One of the key ways in which we can seek to reduce traffic congestion is through the management of development to reduce the need to travel by car, for example by locating new development in those areas that are most accessible by public transport.

Key transport & accessibility issue 2: Woking train station – Woking train station is a major asset & capitalising on the potential of the station will be essential to Woking’s economy & the vitality & viability of the town centre. Improved public transport facilities (including the bus-rail interchange), new station platforms, & new retail & office floor-space could be developed.

Key transport & accessibility issue 3: Walking & cycling – Walking & cycling provide practical alternatives to travelling locally by car, bringing about environmental benefits, reducing congestion & contributing to health & well-being. The Core Strategy can assist in encouraging cycling & walking by improving facilities & creating safe & accessible cycle & pedestrian routes. In 2008, Woking was designated as a Cycle Town & was awarded funding for a three-year programme to implement cycle initiatives in the borough, including the improvement of the cycle network & provision of cycle parking at key locations.

Key transport & accessibility issue 4: Parking – It is essential that there is sufficient parking available for commuters at Woking’s stations & also that there is plenty of parking available to support the anticipated growth in the retail offer of the town centre.


The proposed objectives for the new Surrey Transport Plan are broadly in accordance with the aims and objectives set out for transport in the issues and options consultation for the Woking LDF Core Strategy.


33

Chapter 3 The Framework for the SEA of the new Surrey Transport Plan

3.1 Introduction to the framework for the SEA Chapter 3 of the scoping report provides an overview of the analytical framework that will be used to undertake the SEA of the new Surrey Transport Plan. The SEA will examine the potential for the component parts of the new Plan to give rise to significant impacts upon a range of environmental receptors that correspond with the issues listed in Annex I of the EU SEA Directive and Schedule 2 of the UK SEA Regulations (see Table 3.1A). The links between of the assessment receptors to the environmental objectives set in the DfT’s guidance on the appraisal process for transport projects, plans and strategies (referred to as the New Approach to Appraisal or NATA)

(10) is also recorded in Table 3.1A.

Table 3.1A: Links between the SEA receptors for the new Surrey Transport Plan & relevant legislation & guidance

SEA receptors for the new Surrey Transport Plan EU SEA Directive

& UK SEA Regulations

Department of Transport NATA Guidance

Air Quality: The air quality receptor is concerned with potential

impacts on the atmosphere in terms of levels of sulphur dioxide (SO2), nitrogen dioxide (NO2), particulate matter (PM10), ground level ozone (O3), dust and other sources of localised air pollution.

Air To improve local air quality

(TAG Unit 3.3.3)

Climate Change: The receptor covers effects on the emission

of greenhouse gases in relation to the generation of energy by conventional and alternative means, and the use of energy for heating, lighting, power and transportation.

Climatic factors To reduce greenhouse gases

(TAG Unit 3.3.5)

Land & Soil Resources: The receptor covers the effects of

development on land use, and the safeguarding of soil quality and mineral resources.

Soil Not covered

Materials Efficiency & Waste: The receptor covers effects on

the generation of wastes and the management of waste disposal, the recovery, reuse and recycling of materials, and the efficiency with which existing infrastructure is used.

Material assets Not covered

Water Resources & Management: The receptor covers

effects on the biological and chemical quality of surface waters and ground waters, the use and management of water resources, and the management of flooding and flood risk.

Water

To protect the water environment

(TAG Unit 3.3.11)

Built Environment: The receptor covers effects on the quality

and character of the built environment in existing and new developments, and in the provision of new and maintenance of existing infrastructure.

Material assets

To protect & enhance townscape

(TAG Unit 3.3.8)

10

Strategic Environmental Assessment Guidance for Transport Plans & Programmes, p.5, Department for Transport, London, 2004.


34

SEA receptors for the new Surrey Transport Plan EU SEA Directive

& UK SEA Regulations

Department of Transport NATA Guidance

Historic Environment & Archaeology: The receptor covers

effects on the historic environment in terms of archaeological assets and sites, buildings, structures and features of historic significance and value.

Cultural heritage, including

architectural & archaeological

heritage

To protect the heritage of historic resources

(TAG Unit 3.3.9)

Natural Environment & Biodiversity: The receptor covers effects on the natural environment in terms of plants, animals and earth heritage assets, and on biodiversity in terms of habitats and species. A separate report will be prepared in which the potential for the new Surrey Transport Plan to give rise to significant adverse impacts on sites of European or International nature conservation importance will be addressed as required by the EU Habitats Directive and the UK Habitats Regulations 2010. The findings and conclusions of the Habitat Regulations Assessment will be taken into account in the ‘Natural Environment & Biodiversity’ chapter of the Environmental Report for the new Surrey Transport Plan.

Fauna, flora & biodiversity

To support biodiversity

(TAG Unit 3.3.10)

Landscape & Visual Amenity: The receptor covers effects on

the character and integrity of the landscape and the effects that changes have on visual amenity.

Landscape

To protect & enhance the landscape

(TAG Unit 3.3.7)

Welfare, Health & Well-being: The receptor covers effects on the human population resident in the area covered by the plan in terms of impacts on their welfare, health and wellbeing (e.g. noise, odour, light pollution, etc.). The chapter of the Environmental Report for the new Surrey Transport Plan on ‘Welfare, Health & Well-being’ will fulfil the requirement for the Plan to be subject to Health Impact Assessment in addition to SEA.

Population & human health

To reduce noise (TAG Unit 3.3.2)

To encourage physical fitness (TAG Unit 3.3.12)

To improve journey ambience (TAG Unit 3.3.13)

To reduce accidents

The new Surrey Transport Plan will be composed of a number of different strategies, which will each address specific issues relating to the management of transport infrastructure and the delivery of transport services in Surrey. The component parts that will together form the new Plan are listed below, the implementation of each strategy will be pursued through a combination of capital and revenue measures (the precise mix of which is dependent on the main purpose and objectives of the individual strategy).

The Accessibility Strategy The Passenger Transport Strategy: Local Bus

The Air Quality Strategy The Rights of Way Improvement Plan

The Congestion Strategy The Road Safety & Anti-Social Driving Strategy

The Cycling Strategy The Surrey Transport Asset Management Plan

The Freight Strategy The Transport Climate Change Strategy

The Parking Strategy The Travel Planning Strategy

The Passenger Transport Strategy: Information The Walking Strategy

Each strategy, depending on its main purpose and the range of measures that will be employed in its implementation, will have the potential to present risks to components of the environment that will need to be identified and assessed in the course of the SEA.


35

Some strategies will present risks to a greater number of environmental receptors than will others, and the likelihood of individual strategies having significant effects on the different environmental receptors has been evaluated as part of the scoping exercise. The following sections (Section 3.2 ‘Air Quality’ to Section 3.11 ‘Welfare, Health & Well-being’) of the Scoping Report identify which environmental receptors will be assessed for each component of the new Surrey Transport Plan and provide a brief explanation for issues being scoped in or scoped out of the assessment. The proposed scope of the SEA of the new Surrey Transport Plan is summarised in Table 3.1B.

36

Table 3.1B: The Scope of the SEA for the new Surrey Transport Plan

Plan Component

Environmental Receptors

Air Quality Climate Change

Land, Soil & Mineral

Resources

Materials Efficiency &

Waste

Water Resources & Management

Built Environment

Historic Environment & Archaeology

Natural Environment &

Biodiversity

Landscape & Visual Amenity

Welfare, Health & Well-being

Accessibility Strategy Air Quality Strategy Congestion Strategy

Cycling Strategy Freight Strategy Parking Strategy

Passenger Transport: Local Bus

Passenger Transport: Information

Rights of Way Improvement Plan

Road Safety & Anti-Social Driving

Strategy

Surrey Transport Asset Management

Plan

Transport Climate Change Strategy Travel Planning

Strategy Walking Strategy

The strategy is likely to have significant effects on the receptor. Those effects will be assessed as part of the SEA for the strategy.

The strategy is not likely to have significant effects on the receptor. The receptor will not be considered further in the SEA for the strategy.


37

3.2 The Air Quality Receptor

3.2.1 Definition of the air quality receptor The Air Quality receptor covers effects on the air quality receptor, in terms of levels of sulphur dioxide (SO2), nitrogen dioxide (NO2), particulate matter (PM10 and PM2.5), ground level ozone (O3), and other types of air pollution. The receptor covers the topic of ‘air’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The risks of air pollution directly associated with the use of the transport network in Surrey would be avoidable (in that demand for travel could, theoretically, be reduced) and reversible (in that air quality could, theoretically, improve as a consequence of changes in travel behaviour and choice). The air quality receptor is considered to be highly sensitive to the effects of transport.

3.2.2 Baseline for air quality in Surrey Transport is the main source of air pollution in Surrey, particularly from motorways and airports. The county is affected by high levels of traffic congestion, which has an impact on air quality at the local level. The presence of two major airports, Heathrow and Gatwick close to the borders of Surrey is another important contributory factor to air pollution. If demand for surface and air transport continues to grow it is likely that areas of the county, particularly in the more urbanised north, will continue to experience poor air quality. The main pollutant of concern for air quality within Surrey is nitrogen dioxide (NO2), for which Air Quality Management Areas (AQMAs) have been designated in a number of boroughs. Another pollutant that is concern for air quality in a couple of borough is particulate matter (PM10). For nitrogen dioxide and particulate matter the standards that have been set to safeguard human health in the

National Air Quality Strategy (11)

are 40 micrograms per cubic metre (g/m3) per annum. The Air

Quality Management Areas (AQMA’s) that have been designated within Surrey are listed in Table 3.2A.

Table 3.2A: Air Quality Management Areas in Surrey

District or Borough

Description of area covered by the AQMA Pollutant

Elmbridge Borough Council

Esher AQMA: Area encompassing parts of Esher along the High Street, Church Street, Esher Green & Lammas Lane.

Nitrogen dioxide (NO2)

Molesey AQMA: Area extending 50 metres either side of the centre line of Walton Road, Molesey between its junction with Tonbridge Road & Esher Road/Bridge Road.

NO2

Cobham AQMA: Area encompassing parts of Cobham along parts of the High Street. NO2

Weybridge AQMA: Area encompassing parts of Weybridge along parts of Balfour Road, Church Street, High Street & Monument Hill.

NO2

Walton-on-Thames High Street AQMA: Area encompassing parts of Walton on Thames along parts of the High Street.

NO2

Hinchley Wood AQMA: Area encompassing part of the A309 between the junction with Littleworth Road & the junction with Manor Road South.

NO2

Hampton Court Parade AQMA: Area encompassing part of the A309 between the junctions with Summer Road & Bridge Road.

NO2

Epsom & Ewell Borough Council

Ewell AQMA: Area encompassing part of High Street, Ewell between the mini-roundabout at the junction with Cheam Road, & 15 metres south of the junction with Spring Street.

NO2

11

Air Quality Strategy for England, Scotland, Wales & Northern Ireland (2000)


38

District or Borough

Description of area covered by the AQMA Pollutant

Reigate & Banstead Borough

Council

Reigate & Banstead AQMA No.1: Along the M25: Area encompassing the length of the M25 motorway, west of Junction 8 (within Reigate & Banstead borough) to the point where it leaves the borough at Junction 7, & extending for 30 metres either side of the carriageway of the M25.

NO2

Reigate & Banstead AQMA No.2: Along the M23 to the south of the M25: Area encompassing the length of the M23 motorway south of Junction 8 (within Reigate & Banstead borough) to the point where it leaves the borough north of Junction 9 of the M23, & extending for 30 metres either side of the carriageway of the M23.

NO2

Reigate & Banstead AQMA No.3: An area south of Horley near to Gatwick Airport: Area in the south west quadrant of Horley within the borough.

NO2

Reigate & Banstead AQMA No.4: Andividual property on A217 near Rushworth Road in Reigate: The building known as “Taisboro House”, 30 London Road, Reigate located at the south east corner of the junction of the A217 & Rushworth Road, Reigate.

NO2

Reigate & Banstead AQMA No.5: An individual property on the A23 at Hooley: The dwelling house at 1 Dean Lane, Hooley at the south east corner of the junction of the A23 and Dean Lane, Hooley.

NO2

Reigate & Banstead AQMA No.6: An individual property on the A217 near Blackhorse Lane, Tadworth: The dwelling house known as “Highlands”, Brighton Road, Tadworth.

NO2

Reigate & Banstead AQMA No.8: Junction of the A2022, A240, B291 (Drift Bridge) in Banstead: The two properties, “Driftways Cottage” on Reigate Road, & “Crossways” on Fir Tree Road in Nork to the north of the junction of the A240 & the A2022.

NO2

Reigate & Banstead AQMA No.9: Reigate High Street, including sections of Church Street, Bell Street, West Street, & London Road: Area covering a 50 metre wide section through Reigate High Street & Church Street (between High Street & Bancroft Road), including north part of Castle Walk & south part of Bell Street, incorporating properties between Bancroft Road (south end) & Reigate High Street with a frontage to Bell Street, a 15 metre strip either side of West Street running west from Reigate High Street to Evesham Road, & a 15 metre strip either side of London Road running north from West Street to Castlefield Road.

NO2

Reigate & Banstead AQMA No.10: A23 Merstham High Street: All properties facing the A23, starting from London Road South 150 metres south of the junction with School Hill & continuing northwards along Merstham High Street, ending 60 metres to the north of the junction with Station Road North.

NO2

Runnymede Borough Council

Runnymede AQMA Area 1: Area extending 55 metres east & west of the centre line of the M25 between Junctions 11 & 13.

NO2 & Particulate

Matter

Runnymede AQMA Area 2: Area extending 70 metres east & west of the centre line of the M25 between Junction 11 & the southern boundary of the borough at New Haw/Byfleet.

NO2

Spelthorne Borough Council

Spelthorne AQMA: Area encompassing the whole borough, including the majority of Staines, Shepperton, Ashford & Sunbury-on-Thames; extending from west of the M25 in the north west to the River Thames in the south east.

NO2

Surrey Heath Borough Council

Surrey Heath AQMA: Area from Frimley Road in Camberley to the Ravenswood Roundabout in Camberley, encompassing the M3 motorway & houses on both sides of the motorway which border the highway.

NO2 & Particulate

Matter

Waverley Borough Council

Waverley AQMA No.1: Farnham: Area encompassing parts of Farnham town centre. NO2

Waverley AQMA No.2: Godalming: Area encompassing parts of Ockford Road & Flambard Way in Godalming.

NO2

Waverley AQMA No.3: Hindhead: Area encompassing parts of Portsmouth Road & London Road in Hindhead.

NO2

A review of the baseline data and information relevant to the air quality receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.2B.


39

Table 3.2B: Review of District & Borough LDF SA baselines for the Air Quality receptor


Objective To ensure air quality continues to improve.

Indicators, Targets & Trends

Indicator: No. & location of AQMAs. Baseline: There are 7 AQMAs in Elmbridge. Target: To reduce no. AQMAs.

Indicator: No. properties affected by poor air quality.

Indicator: Level of vehicle emissions.

Indicator: Annual average NO2 & PM10 within AQMAs relative to national standards. Trend: Levels of PM10 have never been measured within AQMAs in Elmbridge, which were declared due to failure to meet national objectives relative to NO2.

Indicator: No. days when air pollution is moderate or high. Target: To reduce no. days when air quality is moderate or high. Trend: No overall trend is obvious but the increase, which reflects the national trend, is a concern.




Indicator: Annual average NO2 & PM10 within AQMAs relative to national standards.

Indicator: No. properties affected by poor air quality.

Indicator: Level of vehicle emissions.

Guildford Borough Council

Objective To ensure air quality continues to improve & noise/light pollution is reduced.


Indicator: No. & location of properties affected by poor air quality. Baseline: The borough continues to not exceed the pollutant thresholds set by NAQS. There are no AQMAs. Target: To continue to not exceed the NAQS pollutant thresholds.

Indicator: Days when air pollution is moderate or high. Target: To continue to not exceed the NAQS pollutant thresholds. Trend: In general there has been a long term decline in the no. air pollution days in urban areas. In rural areas the series can be volatile from year to year & there is no clear trend.

Mole Valley District Council



Indicator: Annual average NO2 & PM10 within AQMAs relative to national standards. Baseline: No AQMAs within the district. Local monitoring indicates that air quality is within national limits. Target: UK air quality objective for end of 2005 for NO2 & PM10 (annual mean of <40µg/m

3). Problems &

Constraints: Significant proportion of annual mean PM10 derived from regional background sources & outside LA control. NO2 calculation method may be amended.

Indicator: No. properties affected by poor air quality. Baseline: Local monitoring indicates that air quality is within national limits. Problems & Constraints: A definition of what poor air quality is, is needed.

Indicator: Level of vehicle emissions. Target: To limit emissions of hydrocarbons to 35% of 1999 level by 2006, of total oxides of nitrogen to 45% of 1999 level by 2006, of particulates to 80% of 1999 level by 2006, & carbon monoxide to 35% of 1999 level by 2006. Trend: Surrey is on track to meet the 2006 targets. Problems & Constraints: Data is shown at a county level, districts would require raw data.

Reigate & Banstead Borough Council



Indicator: Annual average NO2 concentration & for trend purposes 3 year rolling average within AQMAs relative to national standards. Baseline: For RBBC in 2007 UK AQO exceeded at 3 of 9 AQMAs. Target: For concentrations of NO2 to not exceed an annual mean of 40µg/m

3. Trend: With the exception

of Horley (Area 3) it is likely that 5 of the remaining AQMAs will improve so as to meet national NO2 standards by 2010, with the remaining 3 sites meeting the standard by 2020. Problems & Constraints: Growing no. flights from Gatwick within the Horley AQMA. At the remaining sites where traffic is the main pollution source any significant increase in traffic over that forecast, changes in fleet mix, or a disproportionate increase in HGV’s will increase pollution.

Indicator: No. properties affected by poor air quality (i.e. within AQMA).

Objective To reduce road congestion & the need to travel.


Indicator: Level of vehicle emissions (100% in 1999): hydrocarbons; total oxides of nitrogen; particulates; carbon monoxide. Target: Targets set at a Surrey level. Trend: Surrey is on track to meet 2006 targets.


40


Objective To reduce air pollution & ensure air quality continues to improve.


Indicator: Days when air pollution is moderate or high.


Objectives To ensure air quality continues to improve & pollution is reduced.


Indicator: Annual average NO2 & PM10 within AQMAs relative to national standards. Target: For concentrations of NO2 & PM10 to not exceed annual means of 40µg/m

3. Trends: Improving, but

exceedences associated with certain highways. Problems & Constraints: A significant proportion of annual mean PM10 is derived from regional background sources & are outside the control of LAs. Calculation method based on NO2 maybe amended.

Indicator: No. properties affected by poor air quality. Problems & Constraints: There is a need for a definition of what is poor air quality.


Objectives To ensure air quality continues to improve in line with national &/or WHO targets.


Indicator: Levels of main pollutants. Target: For SHBC in 2003 NAQS targets not exceeded for CO, NO2, PM10, O3 & SO2. Targets set in UK NAQS.

Indicator: No. days when air pollution is moderate or high for NO2, SO2, O3, CO or PM10. Target: Target for urban areas is 9-19 days & for rural areas is 42 days.

Indicator: Population living in AQMAs.

Tandridge District Council

Objectives To ensure air quality continues to improve.


Indicator: Annual average NO2 & PM10 within AQMAs relative to national standards. Baseline: For TDC average NO2 readings from 25 stations across the district in 2008 was 23.5 µg/m

3. Target: The UK air

quality objective for the end of 2005 for NO2 and PM10 is an annual mean of <40 µg/m3. Problems &

Constraints: A significant proportion of current annual mean PM10 is derived from regional background sources & are outside the control of LAs. Calculation method based on NO2 may be amended.

Indicator: No. properties affected by poor air quality. Baseline: For TDC, local monitoring indicates that air quality is within national limits. Problems & Constraints: There is a need for a definition of what poor air quality is.

Indicator: Level of vehicle emissions (100% in 1999) for: hydrocarbons, total oxides of nitrogen, particulates, and carbon monoxide. Target: For Surrey the targets are to limit hydrocarbon emissions to 35% of 1999 levels by 2006, to limit NOx emissions to 45% of 1999 levels by 2006, to limit PM10 emissions to 80% of 1999 levels by 2006, & to limit CO emissions to 35% of 1999 levels by 2006. Trends: Surrey is on track to meet the 2006 targets. Problems & Constraints: This indicator has not been reported in the Surrey LTP Progress Report 2008.


Objectives Topic not covered


Topic not covered

Woking Borough Council

Objectives Ensure that air quality continues to improve.


Indicator: No. days when air pollution is moderate or high. Baseline: Data is not comprehensive across WoBC.

Indicator: Population living in an AQMA. Baseline: There are no AQMAs in Woking borough. Target: To meet the health-based standards for 8 main air pollutants. Trends: Whilst no AQMA have been identified the Guildford & Woking Integrated Transport Study (GWITS) identifies locations where measures may be needed in the future to address congestion. Problems & Constraints: Legislation/ targets expected with respect to particulate matter PM2.5.

Indicator: No. complaints to Environmental Health about odour, dust & noise. Baseline: Data is not comprehensive across WoBC.


41


42

3.2.3 Key issues & challenges for the air quality receptor in Surrey Traffic flows in Surrey are higher than any other county in the south east of England. In the future vehicle numbers are likely to increase and congestion is likely to remain a problem, particularly in the more densely populated urban areas in the north west of the county. Air quality is poor in some parts of the county (notably the borough of Spelthorne), particularly those areas that are in close proximity to the motorway and primary route network and that have been extensively urbanised. Improvements in engine technology, and over the longer term the potential for a move away from the internal combustion engine, could be beneficial from an air quality perspective, but a significant change in the composition of the vehicle fleet is not likely to occur within the timescale of the new Surrey Transport Plan. Consequently it is assumed that transport, and in particular road based transport, will continue to be a major contributor to poor air quality across the Surrey area for the foreseeable future.

3.2.4 Impact pathways for the air quality receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts and effects on the air quality receptor. Impact Pathway AQ1: Emissions to air associated with changes in the total volume of traffic

on Surrey’s roads

Any changes in the total number of vehicles travelling on the road network in Surrey, and in the type and age of the vehicles used, will affect the impact that the emissions from those vehicles have on air quality within the county. For example, growth in vehicle numbers is likely to lead to an increase in emissions to air, although the scale of those emissions may be ameliorated by improvements in engine technology. Impact Pathway AQ2: Emissions to air associated with changes in the distribution of traffic on

Surrey’s roads

Changes in the spatial and temporal distribution of vehicles travelling within the county may alter the locations that are subject to air quality impacts arising from traffic. For example, falls in vehicle numbers and concentrations in urban areas at particular times of day could be beneficial to air quality in those localities. Impact Pathway AQ3: Emissions to air associated with the construction &/or maintenance of

transport networks & infrastructure in Surrey

There is scope for impacts at the local level as a consequence of transport network construction and maintenance works. For example, construction activities may give rise to dust, and the vehicles and plant used during construction and maintenance works will give rise to emissions to air. The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the air quality receptor.

3.2.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the air quality receptor

The new Surrey Transport Plan will be composed of a number of different strategies, and a range of different implementation programmes, that in combination will respond to the vision and objectives that have been identified for the future management of the transport network and traffic in the county.


43

For each strategy within the new Surrey Transport Plan a number of main measures, which will be promoted primarily under that strategy, have been identified. In addition to the main measures are a series of secondary measures, which will be promoted under other components of the Plan. For the purposes of the scoping exercise only those measures that would promoted primarily under the strategy being considered have been taken into account.

3.2.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant impacts or effects on air quality

The Accessibility Strategy will primarily be delivered through the following measures:

Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Accessibility Strategy would have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Accessibility Strategy would have the potential to give rise to changes in the distribution of traffic on Surrey’s roads. Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to emissions to air associated with the construction and maintenance of transport networks and infrastructure within Surrey. The potential for the Accessibility Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant impacts or effects on air quality

The Air Quality Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)‘Noxer’ paving, tree planting & green roofs within schemes.

Promotional & Behavioural Measures: (1)Advisory signage (e.g. turn-off engine at level crossings).

Other Measures (including land use measures): (1)Encourage boroughs & districts to consider adopting minimum emissions standards or vehicle age restrictions into taxi licensing procedures; (2)Working with partners to consider air quality issues in identification of appropriate developer-funded mitigation schemes; (3)Working with partners to consider air quality issues in the local development framework process in respect of the location & type of development, & the need for local infrastructure improvements & controls; (4)Working with partners to consider air quality issues in providing guidance on parking provision.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Air Quality Strategy’s objectives. Those include seven separate Infrastructure Measures, six separate Management of Infrastructure Measures, seven separate Promotional & Behavioural Measures, and one Pricing Measure. Details of all the measures, main and secondary that will contribute to implementation of the Air Quality Strategy are given in Section 2.2.2 of this Scoping Report.


44

Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to any changes in the volume of traffic on Surrey’s roads. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Air Quality Strategy would have the potential to give rise to minor changes in the distribution of traffic on Surrey’s roads. Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to emissions to air associated with the construction and maintenance of transport networks and infrastructure within Surrey. The potential for the Air Quality Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on air quality

The Congestion Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)Removal &/or installation of traffic signals.

Management of Infrastructure Measures: (1)Co-ordination of road-works; (2) Integrated Demand Management; (3)Integrated incident management; (4)Intelligent Transport Systems; (5)Joined-up day-to-day operational management of the network; (6)Urban Traffic Management & Control.

Information Provision Measures: (1)Planning of one-off events; (2)Real-time information on ‘Surrey Travel’ website.

Other Measures (including land use measures): (1)Action plans to address congestion hot spots; (2)Working with partners to consider congestion issues in the identification of appropriate developer-funded mitigation schemes; (3)Working with partners to consider congestion issues in the local development framework process in respect of the location & type of development, & the provision made for local infrastructure improvements & controls; (4)Working with partners to consider congestion issues in guidance on parking provision.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to major changes in the volume of traffic on Surrey’s roads. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Congestion Strategy would have the potential to give rise to minor changes in the distribution of traffic on Surrey’s roads. Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to emissions to air associated with the construction and maintenance of transport networks and infrastructure within Surrey.


45

The potential for the Congestion Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on air quality

The Cycling Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)Advanced stop lines; (2)Contra-flow cycling on one way streets; (3)Cycle parking; (4)Cycle route signing; (5)New &/or improved cycle lanes; (6)New &/or improved cycle tracks; (7)New &/or improved shared use footways.

Promotional & Behavioural Measures: (1)Support for setting up community based workshops providing bicycle maintenance & recycling in the community.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Cycling Strategy would have the potential to give rise to minor changes in the volume of traffic on Surrey’s roads. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Cycling Strategy would have the potential to give rise to minor changes in the distribution of traffic on Surrey’s roads. Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Cycling Strategy would have the potential to give rise to emissions to air associated with the construction and maintenance of transport networks and infrastructure. The potential for the Cycling Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on air quality

The Freight Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)Use of “Unsuitable for HGVs” signing.

Management of Infrastructure Measures: (1)Collaborative working with the freight industry & other authorities; (2)Construction logistics planning; (3)Developing a preferred lorry route network for satellite navigation applications, including information on driver rest facilities; (4)Freight delivery & services planning; (5)Freight Quality Partnerships; (6)Loading/unloading bay provision; (7)Lorry incident reporting system; (8)Monitor local lorry movements, working with local residents & elected members; (9)Positive lorry route signing; (10)Rail freight transport; (11)River freight transport.

Information Provision Measures: (1)Exploiting future opportunities to disseminate information to lorry drivers and satellite navigation companies (e.g. mobile phone applications, partnership work with Kent County Council at major ports).

Pricing Measures: (1)Ensuring access issues are fully considered as part of Vehicle Operators License Applications.

Other Measures (including land use measures): (1)Working with partners to consider freight issues in identification of appropriate developer-funded mitigation schemes; (2)Working with


46

partners to consider freight issues in the local development framework process, in respect of the location & type of development, & the need for local infrastructure improvements & controls; (3)Working with partners to consider freight issues in providing guidance on parking provision.

Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Freight Strategy would have the potential to give rise to minor changes in the volume of traffic on Surrey’s roads. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Freight Strategy would have the potential to give rise to minor changes in the distribution of traffic on Surrey’s roads. Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Freight Strategy would not have the potential to give rise to emissions to air associated with the construction and maintenance of transport networks and infrastructure within Surrey. The potential for the Freight Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on air quality

The Parking Accessibility Strategy will primarily be delivered through the following measures:

Management of Infrastructure Measures: (1)CCTV parking enforcement; (2)Civil parking enforcement officers; (3)Controlled parking zones; (4)Curfew parking; (5)Discretionary road markings; (6)Loading/unloading bay provision; (7)Minimum disabled bay provision; (8)Parking/loading restrictions; (9)School run parking restrictions; (10)Waivers & suspensions.

Information Provision Measures: (1)Off-street parking variable message signs; (2)On-street parking variable message signs.

Pricing Measures: (1)Differential parking charges; (2)Pay & Display; (3)‘Pay by Phone’; (4)Resident parking permit schemes; (5)Visitors parking permits.

Other Measures (including land use measures): (1)Integrated approach to on/off street parking; (2)Parking standards guidance for new developments.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Parking Strategy would not have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Parking Strategy would have the potential to give rise to changes in the distribution of traffic on Surrey’s roads.


47

Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Parking Strategy would not have the potential to give rise to emissions to air associated with the construction and maintenance of transport networks and infrastructure within Surrey. The potential for the Parking Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on air quality

The Local Bus part of the Passenger Transport Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)Bus stop infrastructure; (2)Low-cost measures to improve bus service punctuality / reliability; (3)Park & Ride; (4)Transport interchange infrastructure.

Management of Infrastructure Measures: (1)Community transport schemes; (2)Continuation & development of partnership arrangements between the county council & bus operators; (3)Demand Responsive Transport; (4)Encouraging commercial bus services & commercially driven initiatives from bus operators; (5)Providing supported services using prioritisation methodology; (6)Smart card ticketing; (7)Support for the development of coach services.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to changes in the distribution of traffic on Surrey’s roads. Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Parking Strategy would have the potential to give rise to emissions to air associated with the construction and maintenance of transport networks and infrastructure. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on air quality

The Information Provision part of the Passenger Transport Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)Bus stop infrastructure; (2)Transport interchange infrastructure.

Information Provision Measures: (1)Continuation & development of electronic real time passenger information; (2)Continuation & development of passenger transport information on Surrey county council’s website; (3)Continued support for passenger transport information produced by train/bus/coach operators.


48

Evaluation of the scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to changes in the volume of traffic. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to changes in the distribution of traffic. Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to emissions to air associated with the construction and maintenance of transport networks and infrastructure. The Information Provision part of the Passenger Transport Strategy is not considered to have the potential to significantly affect the Air Quality receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.2.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on air quality

The Rights of Way Improvement Plan will primarily be delivered through the following measures:

Infrastructure Measures: (1)New &/or improved traffic-free, safe routes for cycling close to &/or linking with local communities, businesses & facilities; (2)New &/or improved traffic-free, safe routes for equestrian use; (3)New &/or improved traffic-free, safe routes for walking, close to&/or linking with local communities, businesses & facilities.

Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures that have been proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to minor changes in the volume of traffic on Surrey’s roads. Impact Pathway AQ2: The main measures that have been proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to minor changes in the distribution of traffic on Surrey’s roads. Impact Pathway AQ3: The main measures that have been proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to emissions to air associated with the construction and maintenance works on the transport network. The potential for the Rights of Way Improvement Plan to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on air quality

The Road Safety & Anti-Social Driving Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)Accident remedial measures based on road collision data; (2)Safety cameras at speed or red light jumping collision sites; (3)Safety engineering at collision sites.

Management of Infrastructure Measures: (1)School crossing patrols; (2)Speed limit enforcement.

Promotional & Behavioural Measures: (1)Community speed watch; (2)Media & publicity campaigns (e.g. drink driving, speeding, mobile phones, seatbelt wearing, safer motorcycling, anti-social parking); (3)Police enforcement; (4)Primary school education & training; (5)Roadside


49

education & enforcement days; (6)‘Safe Drive: Stay Alive’ intervention; (7)School speed watch; (8)Secondary school education & training; (9)Work related road safety intervention – policy, risk assessment & internal systems to ensure an organisation’s vehicles are adequate, staff properly trained, crashes involving workforce recorded & remedial training implemented as required.

Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to changes in the volume of traffic. Impact Pathway AQ2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to changes in the distribution of traffic. Impact Pathway AQ3: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to emissions to air associated with the construction and maintenance works on the transport network. The Road Safety & Anti-Social Driving Strategy is not considered to have the potential to significantly affect the Air Quality receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.2.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on air quality

The Surrey Transport Asset Management Plan will primarily be delivered through the following measures:

Infrastructure Measures: (1)Major carriageway maintenance schemes; (2)Footway maintenance schemes; (3)Winter maintenance schemes (i.e. gritting); (4)Highway drainage schemes; (5)Highway lighting improvements & maintenance schemes; (6)Bridge strengthening schemes; (7)Bridge structural maintenance & enhancement schemes; (8)Subway & footbridge replacement programme.

Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: Measures to maintain and improve the existing highway network would have the potential to give rise to temporary changes in the volume of traffic that could impact upon air quality at the local level. Impact Pathway AQ2: Measures to maintain and improve the existing highway network would have the potential to give rise to temporary changes in the distribution of traffic that could adversely impact upon air quality at the local level. Impact Pathway AQ3: Measures to maintain and improve the existing highway network would have the potential to give rise to temporary impacts upon air quality arising from construction works. The potential for the Surrey Transport Asset Management Plan to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.


50

3.2.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on air quality

The Transport Climate Change Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)Infrastructure to support the use of hybrid/electric vehicles.

Promotional & Behavioural Measures: (1)Carbon based Vehicle Excise Duty behavioural change marketing; (2)Encouraging internet use to facilitate access to services; (3)Home working; (4)Promotion of ‘eco-driving’.

Other Measures (including land use measures): (1)Enforcement of fuel vehicle labelling; (2)Working with partners to consider climate change issues in identification of appropriate developer-funded mitigation schemes; (3)Working with partners to consider climate change issues in the local development framework process in respect of the location & type of development, & the need for local infrastructure improvements & controls; (4)Working with partners to consider climate change issues in providing guidance on parking provision.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would have the potential to give rise to changes in the volume of traffic. Impact Pathway AQ2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would have the potential to give rise to changes in the distribution of traffic. Impact Pathway AQ3: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to emissions to air associated with construction and maintenance works on the transport network. The potential for the Transport Climate Change Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on air quality

The Travel Planning Strategy will primarily be delivered through the following measures:

Promotional & Behavioural Measures: (1)Car clubs; (2)Car share database; (3)Cycle training; (4)Evaluation & behaviour change work through Surrey University; (5)School travel planning; (6)Walking bus; (7)Workplace travel planning.

Other Measures (including land use measures): (1)Travel planning input into local engineering schemes (funding permitting).

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure, and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report.


51

Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures proposed as the means of implementing the Travel Planning Strategy would have the potential to give rise to changes in the volume of traffic. Impact Pathway AQ2: The main measures proposed as the means of implementing the Travel Planning Strategy would have the potential to give rise to changes in the distribution of traffic. Impact Pathway AQ3: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to emissions to air associated with construction and maintenance works on the transport network. The potential for the Travel Planning Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on air quality

The Walking Strategy will primarily be delivered through the following measures:

Infrastructure Measures: (1)Dropped kerbs; (2)Park & Stride schemes; (3)Pedestrian crossing facilities; (4)Relocation &, where possible, rationalisation of street furniture; (5)Tactile paving; (6)Town centre access studies to improve access for the sensorily & mobility impaired, involving audit by mobility impaired volunteers to identify problems with the built environment & develop priority lists of schemes & work programmes.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the Scope for significant impacts on the Air Quality receptor Impact Pathway AQ1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to changes in the volume of traffic. Impact Pathway AQ2: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to changes in the distribution of traffic. Impact Pathway AQ3: The main measures proposed as the means of implementing the Walking Strategy would not have the potential to give rise to emissions to air associated with construction and maintenance works on the transport network. The potential for the Walking Strategy to impact upon the Air Quality receptor will be covered in the SEA for the new Surrey Transport Plan.

3.2.6 Outcomes of the scoping exercise for the air quality receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential for significant impacts on the air quality receptor for the following components of the Plan:

Accessibility Strategy Passenger Transport Strategy: Local Bus

Air Quality Strategy Rights of Way Improvement Plan


52

Congestion Strategy Surrey Transport Asset Management Plan

Cycling Strategy Transport Climate Change Strategy

Freight Strategy Travel Planning Strategy

Parking Strategy Walking Strategy

The following strategies are not considered to be likely to give rise to significant impacts or effects on the air quality receptor and will not be assessed in greater detail in the SEA for the new Surrey Transport Plan.

Passenger Transport Strategy: Information Road Safety & Anti-Social Driving Strategy

The assessment of the new Surrey Transport Plan for the air quality receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.2.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


53

3.3 The Climate Change Receptor

3.3.1 Definition of the climate change receptor The Climate change receptor covers effects on the atmosphere in terms of the emission of greenhouse gases in relation to the generation of energy by conventional and alternative means, and the use of energy for heating, lighting, power and transportation. The receptor covers ‘climatic factors’ as required by the European Directive and UK Regulation on the environmental assessment of plans and programmes. The climate change risks directly associated with the use of the transport network in Surrey would be avoidable (in that demand for travel could, theoretically be reduced, and less carbon intensive modes of transport could, in theory, be employed) and reversible (in that the amounts of greenhouse gases arising from transport could, theoretically, be reduced as a consequence of changes in travel behaviour and choice). The climate change receptor is considered to be highly sensitive to the effects of transport.

3.3.2 Baseline for climate change in Surrey Britain is located in the path of the warm, wet westerly winds associated with the Gulf Stream and the climate of the country reflects its maritime position. The county of Surrey lies within the corner of the British Isles that is furthest away from the influences of the North Atlantic’s weather systems, and its geographical position affects the character of the county’s climate. Surrey benefits from a mild climate that is characterised by cool summers, with average temperatures of around 15

oC, mild winters, with average temperatures in excess of 5

oC, and relatively low rainfall, of

around 500 millimetres per year, and no marked dry season (12)

. A review of the baseline data and information relevant to the climate change receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.3A. Table 3.3A: Review of District & Borough LDF SA baselines for the Climate Change receptor


Objective To reduce greenhouse gases.


Indicator: Emissions of greenhouse gases CO2. Baseline: For Elmbridge in 2007 emissions were estimated at 14.04 tonnes per capita. Target: For a 10% reduction on baseline levels in Year 3. Trends: Elmbridge is higher than the national average by 5.1% & the regional average by15.5%.

Objective Support economic growth which is inclusive, innovative & sustainable.


Indicator: Amount of energy (average annual domestic consumption) supplied to homes & businesses. Baseline: For Elmbridge in 2004, the figure for gas is 24,935 KWh and for electricity is 5,566 KWh. Trends: Domestic energy consumption increased by 17.5% in UK between 1990 & 2002. In 2002 there was a 2.5% decrease in fuel consumption in UK compared with 2001.

Indicator: No. homes taking up energy saving grants for loft insulation, double glazing, or cavity wall insulation. No. homes installing low energy lightbulbs. Target: To cut household carbon emissions by 1% p.a (2002-05 energy efficiency commitment).

Objective To increase efficiency of new & existing development.


Indicator: No. dwellings meeting code for sustainable homes standard

Indicator: Energy use per capita (average annual domestic consumption). Baseline: For Elmbridge in 2004, figure for gas was 24,935 KWh & for electricity 5,566 KWh.

Objective To increase the production & use of renewable energy.


Indicator: Installed capacity for energy production from renewable sources. Amount of energy contributed by wind, hydro & landfill gas sources. Target: Sub-regional targets for Surrey & Thames Valley in SEP are 202 MW by 2010 & 271 MW by 2016. The Surrey Structure Plan had a target for 10% of energy requirement to be met from renewable sources.

12

Information sourced from the national Meteorological Office.


54




Indicator: Emissions of greenhouse gases CO2.

Objective To increase energy efficiency of new & existing development.


Indicator: Energy use per capita.

Indicator: Improvement in dwelling SAP rating across the district.

Indicator: No. homes incorporating CHP heating.



Indicator: Installed capacity for energy production from renewable sources.

Indicator: Annual electricity production from renewable sources.

Indicator: Installed capacity for heat generation from renewable sources.

Indicator: Annual heat production from renewable sources.

Indicator: Greenhouse gases displaced annually by total renewable energy generation.

Indicator: Area of land planted with short rotation coppice.

Indicator: Area of land planted with energy crops for transport biofuels.


Objective To make the best use of previously developed land & existing buildings, encouraging sustainable construction.


Indicator: % new build & retrofit homes meeting EcoHomes ‘very good’ or ‘excellent’ standard & % commercial buildings meeting BREEAM ‘very good’ standard.

Objective To address the causes of climate change through reducing emissions & ensure that the borough is prepared for its impacts.


Indicator: Emissions of greenhouse gases CO2. Trends: Greenhouse gas emissions in 2003 rose 1.6% on the previous year.

Objective To reduce the global, social & environmental impact of consumption of resources.


Indicator: No. developments using sustainable building techniques. Problems & Constraints: Consider separate indicator dealing with the incorporation of green roofing into new developments.

Objective To increase energy efficiency & the proportion of energy generated from renewable sources.


Indicator: Energy use per capita. Baseline: 40.71 GJ per capita. For Guildford annual consumption of gas energy is 23,334 kWh per capita (cf. SE average of 20,542 kWh) & of electrical energy is 5,271 kWh per capita (cf. SE average of 4,958 kWh). There are currently 3 PV generation stations in Guildford. Trends: Worldwide annual energy use has increased 17 fold during the 20

th century.

Indicator: Improvement in dwelling SAP rating across borough.


Indicator: Installed capacity for energy production from renewable sources.

Indicator: Energy production from locally sourced biomass.

Indicator: Proportion of existing woodland used for wood fuel.

Indicator: % new build & retrofit homes meeting EcoHomes ‘very good’ standard.

Indicator: % commercial buildings meeting BREEAM ‘very good’ Standard.

Indicator: No. renewable energy/fuel schemes introduced. Target: 1 landfilll gas electricity site & 4 PV installations.




Indicator: Emissions of greenhouse gases CO2. Target: To reduce CO2 emissions by 20% on 1990 levels by 2010 & by 60% by 2050.

Objective To achieve sustainable production & use of resources.


Indicator: Amount of energy supplied to homes & businesses. Baseline: For MVDC in 2003, per domestic consumer gas 24,296 KWh & electricity 5,681 KWh, per commercial consumer gas 425,461 KWh & electricity 57,782 KWh. Trends: Domestic energy use 19% higher than national average.

Indicator: No. homes taking up energy saving grants for loft insulation, double glazing or cavity wall insulation. Baseline: For MVDC in 2003/04, 219 loft insulation grants, 116 cavity wall insulation, 1,883 double glazing, 2,539 low energy lightbulbs. Target: To cut household carbon emissions by 1% p.a.

Indicator: % new build & retrofit homes at EcoHomes ‘excellent’ standard & % commercial buildings at BREEAM ‘excellent’ standard. Problems & Constraints: Data may not be available from Building Control.


55




Indicator: Energy use per capita. Baseline: For MVDC in 2005 35,400 kWh.

Indicator: Improvement in dwelling SAP rating across district. Problems & Constraints: Concern as to how this could be monitored.


Indicator: Estimated energy savings. Baseline: For MVDC in 2003/04 20,254 GJ, 5,626,147 kWh.



Indicator: Installed capacity for energy production from renewable sources. Baseline: For MVDC in 2007 56kWe. Target: Target is 271 MW by 2016.

Indicator: Annual electricity production form renewable sources. Baseline: For MVDC in 2006 1.03 MW. Target: Target is for 20% of electricity to come from renewable sources by 2020. Trend: Increase of 1,263 GWh from 2005-06, (+7.5%).


Indicator: Annual heat production from renewable sources.

Indicator: Greenhouse gases displaced annually by total renewable energy production.

Indicator: Area of land planted with short rotation coppice.





Indicator: Local estimate of CO2.emissions. Baseline: For RBBC in 2006 1,012 tonnes CO2 & 7.8 tonnes per capita. Target: To reduce CO2 emissions by 20% by 2010 from 1990 levels. Trends: Defra figures suggest a 6% reduction in total CO2 has been achieved over 3 years.

Objective Support economic growth that is inclusive, innovative & sustainable.


Indicator: Carbon footprint.

Objective To increase energy efficiency.


Indicator: Energy use per capita. Trends: South east no clear trend apparent, little change since 1970.

Indicator: Improvement in dwelling SAP rating across district. Baseline: For RBBC in 2004 average SAP rating was 54. Target: To achieve an average SAP rating of 65 by 2016. Trends: Increase in SAP rating of 2 occurred across the whole housing stock between 2003-04. An upwards trend is likely.

Indicator: Installed capacity for CHP. Target: For 10,000 MWe by 2010. Trends: The biomass scheme incorporated into Park 25 is presently the largest scheme of its type in south east England. Problems & Constraints: Domestic micro-CHP market is not expected to be significant in the short term, but larger micro & mini-CHP have considerable potential in the small business sector.

Objective To increase the production & use of renewable energy/fuels.


Indicator: Installed capacity for energy production from renewable sources (MWe). Baseline: For RBBC for 2008 the figures are 3-7 MWe (landfill gas) & 0.84 MWth biomass (Park 25). Target: For R&B for 2010 is 2.8 MWe (excluding landfill gas). Trends: For the south east the trend is upwards. For RBBC little movement in micro-generation of renewable electricity.

Indicator: Annual electricity production form renewable sources (MWhe). Baseline: For RBBC in 2007 the figure is 0.37 MWe.

Indicator: Installed capacity for heat generation from renewable sources (MWth). Baseline: For RBBC the figure is 0.84 MWth. Trends: Increase trend in heat energy from woodchip.

Indicator: Annual heat production from renewable sources (MWth).

Indicator: Area of land planted with short rotation coppice (hectares). Greenhouse gases displaced annually by total (heat & power) renewable energy generation (tonnes CO2 equivalent).

Indicator: Area of land planted with energy crops for transport biofuels (hectares).


Objective To address the causes of climate change through reducing emissions & ensure that the South East is prepared for its impacts.


Indicator: Emissions of greenhouse gases from energy consumption, transport & land use & waste management. Baseline: For RBC the figure was 69,561 kilotonnes of GHG.

Objective To reduce the global, social & environmental impact of consumption of resources by using sustainably produced & local products.


Indicator: % new build & retrofit homes meeting EcoHomes ‘very good’ standard. Baseilne: For RBC the figure is 0%.

Indicator: % commercial buildings meeting BREEAM ‘very good’ standard.


56


Objective To increase energy efficiency & the proportion of energy generated from renewable sources in the region.


Indicator: Energy use per capita. Baseline: For RBC in 2004, 22,000 - 27,000 Kwh per capita per year.

Indicator: Installed capacity for energy production from renewable sources. Baseline: For RBC for 2006 the figure was 1,800 Kwh.




Indicator: Energy use per capita. Trend: south east, no clear trend apparent little change since 1970.

Indicator: % new build & retrofit homes meeting EcoHomes ‘excellent’.

Indicator: % commercial buildings meeting BREEAM ‘excellent’.


Objective To increase the production & use of renewable energy/fuels.


Indicator: Installed capacity for energy production from renewable sources (MWe). Target: 202 MW for 2010, & 271 MW for 2016.

Indicator: Energy production from locally sourced biomass.


Objective To reduce greenhouse gases emissions.


Indicator: Emissions of greenhouse gases by sector. Target: Target is to reduce CO2 emissions by 20% by 2010 from a 1990 baseline figure.

Objective To increase energy efficiency & increase the use of renewable energy.


Indicator: Energy use per capita. Baseline: For SHBC in 2003 average fuel use per dwelling was 8 GJ.

Indicator: % renewable energy. Target: 10% renewable energy by 2010.

Objective To promote the use of materials & products produced by sustainable methods.


Indicator: % new build & retrofit homes meeting EcoHomes ‘very good’ standard. Target: For all residential development to be built to BRE EcoHomes ‘excellent’ standard by 2010.

Indicator: % commercial buildings meeting BREEAM ‘very good’ standard.


Objective To reduce greenhouse gases (GHG).


Indicator: Emissions of GHG (CO2). Baseline: For TDC, per capita emissions in 2006 were 6.3 tonnes. Target: 80% reduction in GHG emissions by 2050 (Climate Change Act 2008).

Objective To achieve sustainable production & sue of resources.


Indicator: Amount of energy supplied to homes & businesses. Baseline: For TDC in 2007, total consumption of domestic electricity & gas was 832,515 MWh. Target: To reduce domestic consumption of gas & electricity. Trends: Gradual reduction over the last 3 years.

Indicator: No. homes taking up energy saving grants for loft insulation, double glazing or cavity wall insulation. Target: To cut household C emissions by 1% p.a. (2002-05 energy efficiency commitment).

Indicator: % new build & retrofit homes meeting Code Level 3 & % commercial buildings meeting BREEAM ‘very good’ standard. Baseline: From Oct 2008 new development to be Code Level 3.



Indicator: Energy use per capita. Trends: SE, no clear trend apparent, little change since 1970.

Indicator: Improvement in dwelling SAP rating across area. Baseline: In 2007/08 figure was 55.




Indicator: Installed capacity for energy production from renewable sources (MWe). Target: 25.2 KWp from TDC PVs & all new housing source at least 10% of energy from renewables.

Indicator: Annual electricity production form renewable sources (MWhe). Baseline: For TDC in 2007/08 figure was 4.49 MWhe.


Indicator: Annual heat production from renewable sources (MWth).

Indicator: GHG displaced annually by total (heat & power) renewable energy generation (tonnes CO2 equivalent). Target: To generate 10% of electricity from renewable sources by 2010 & 20% by 2020.

Indicator: Area of land planted with short rotation coppice (ha).



57


Objective To use energy, water & other natural resources efficiently.


Indicator: Renewable energy capacity installed by type.


Objectives Reduce the causes of climate change & prepare for its impacts.


Indicator: Emissions of greenhouse gases from energy consumption, transport, land use & waste management. Baseline: For WoBC, borough wide CO2 emissions reduction for all categories in 2007 was 21%. Target: To reduce the amount of CO2 equivalent emissions by 80% of the 1990 level by 2090 in steps of 10% up to 2050 and 5% from 2050 to 2090. Problems & Constraints: Data is not currently available in the required format. It is anticipated that the adoption of National Indicator 188 (planning to adapt to climate change) within the LAA for Surrey will lead to better data becoming available.

Indicator: Emissions of greenhouse gases from council run properties. Baseline: For WoBC the corporate CO2 emissions reduction in 2007 was 80%. Target: To reduce the amount of CO2 equivalent emissions by 80% of the 1990 level by 2090 in steps of 10% up to 2050 and 5% from 2050 to 2090. Problems & Constraints: Need to clarify that the baseline year for reduction is 1990.

Objectives Reduce the impact of consumption of resources by using sustainably produced & local products.


Indicator: Proportion of housing achieving Code for Sustainable Homes Levels 3, 4 & 5 & commercial buildings achieving BREEAM ‘very good’. Baseline: For WoBC, no data for the Code for Sustainable Homes, & in 2006 1 BREAAM bespoke assessment rated ‘excellent’ (of 15 made). Target: Between 2008 & 2010 for all new housing to achieve CfSH Level 3, in 2011-2013 Level 4 & in 2013-2016 Level 5. Problems & Constraints: Improvement is needed in the implementation & measurement of sustainable design & construction. A new standard for non-domestic buildings is anticipated.

Objectives To increase energy efficiency & the proportion of energy generated from renewable sources


Indicator: Capacity for production of energy from renewable sources. Baseline: No data for all sectors in WoBC. For WoBC corporate renewables in 2008 were 613.42 KWp installed, 2,848.5 KWe CHP & 3,874.5 KWth. Target: For at least 10% of the energy needs of new development to be met with renewables. Problems & Constraints: The SEP suggests renewable energy capacity can be delivered by 3 wind turbine clusters & 4 large single turbines, 1 large biomass plant & several small biomass plants in every county by 2026.

Indicator: Carbon index & SAP ratings of new buildings. Baseline: For WoBC in 2007 the energy efficiency of residential property improved by 33%, emissions of CO2 were reduced by 21%, & 4,794 households were assisted with energy conservation grants. Target: For a 10% reduction on a 2005 baseline of 6.9 tonnes per capita by 2011. Problems & Constraints: SAPS data is not reliable since Building Control only receives information for between 30-40% of developments. Energy efficiency is an element of the Code for Sustainable Homes. This may be an appropriate substitute/proxy measure. Alternatively NI 186 (CO2 emissions) may provide the basis for monitoring.

3.3.2.1 Climate change impacts

Recent climate change projections by the UK Climate Impact Programme indicate that over the next few decades that the climate of Surrey may undergo a number of changes. Some of those changes may bring benefits to the area, whilst others would be less benign in nature

(13).

Flooding: Winter flood risks may increase if ground conditions become wetter and rainfall events more frequent and more intense. There could be an increase in the number of properties at risk of flooding should the projected impacts of climate change take effect, which would have implications for the health and well-being of the people affected, the value of property and the cost of insurance. Water supply & quality: Demand for water may exceed supply capacity during periods of drought or peak demand. Scarcity of water resources could have major implications for both the environment and society, in the latter case the importance of water to certain industries means that any effects would be felt most keenly in economic terms. Changes in the volumes of water stored in rivers, reservoirs and aquifers could have an impact on the quality of surface waters with implications for the health and welfare of both humans and the natural environment.

13

Rising to the Challenge: The impacts of climate change in the South East (Technical Report), 1999. S Wade, J Hossell, M Hough & C Fenn (ed.s).


58

Weather & the seasons: Changes in the weather and the timing of the seasons could give rise to both beneficial and adverse effects for the natural and the farmed environment. Habitats could undergo significant change as the climate changes and the weather alters, with implications for indigenous species of plants and animals. A warmer climate could be beneficial to some sectors of the economy, such as horticulture and tourism, but increased risk of drought may affect the production capacity of the agricultural, horticultural and forestry sectors.

3.3.2.2 Greenhouse gas emissions

The emission of a range of gases, collectively referred to as the greenhouse gases, by a diverse array of human activities and technologies (from fire through to military aircraft) is now recognised as a major contributor to the changes that have been observed in the composition of the planet’s atmosphere over the last few centuries. The six main greenhouse gases are carbon dioxide (CO2), methane (CH4), di-nitrogen (nitrous) oxide (N2O), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulphur hexafluoride (SF6). In the UK, changes in the way in which energy is produced and waste is managed have led to a general decline in emissions of the greenhouse gases, but growth in road traffic has meant that transport emissions of carbon dioxide have increased. Transport is a major source of carbon emissions, and consequently a significant contributor to the causes of climate change. In 2007, the South East of England region had the largest share (17%) of traffic on all roads in the United Kingdom. For Surrey, average traffic flows along the motorways within the county in 2007 were 80% more than the national motorway average (139,300 vehicles per day compared with 77,400 vehicles per day), and 46% more than the South East regional average (139,300 vehicles per day compared with 95,000 vehicles per day). In 2007, estimated emissions of 1,305,000 tonnes of carbon dioxide (CO2) were attributed to motorway traffic in Surrey, equivalent to 15% of the total emissions for the county (estimated at 8,644,000 tonnes of CO2). For the county’s ‘A’ roads in 2007 average traffic flows were 66% greater than the national average (21,800 vehicles per day compared with 13,176 vehicles per day). In 2007, estimated emissions of 1,109,000 tonnes of CO2 were attributed to ‘A’ road traffic in Surrey, equivalent to 13% of the total emissions for the county (estimated at 8,644,000 tonnes of CO2). In 2007, estimated emissions of 939,000 tonnes of CO2 were attributed to traffic on Surrey’s minor roads, equivalent to 11% of the total emissions for the county (estimated at 8,644,000 tonnes of CO2). In total road transport in Surrey in 2007 accounted for 3,368,000 tonnes of CO2, equivalent to 39% of the total emissions for the county.

3.3.3 Key issues & challenges for the climate change receptor in Surrey For the South East of England it has been projected that a changing climate may lead to hotter drier summers, warmer wetter winters, higher sea levels and an increase in extreme events such as heatwaves, droughts and floods. By the 2050s, it has been projected that the South East of England may experience:

An estimated increase in average summer temperatures of 2.8oC on average temperatures for the

1961-1990 period .

An estimated increase in winter rainfall of 16% on average levels for the 1961-1990 period.

An estimated decrease in summer rainfall of 19% on average levels for the 1961-1990 period.

An estimated rise (by 2095) in sea levels of up to 76 centimetres on average levels for the 1961-1990 period.


59

An estimated overall increase in temperature and rainfall variability compared with the 1961-1990 period.

More frequent and extreme summer heatwaves and very wet winters compared with the 1961-1990 period.

Based on those projections, the climate of Surrey is likely to become warmer all year round, with most of that warming being observed in the summer and autumn months. Winters are likely to become wetter and summers drier, and there may be more sudden and extreme weather events, such as droughts, heat-waves, storms and floods arising from torrential rain. It has been projected that by 2080, without preventive adaptation, there are likely to be water shortages every summer and damage from flooding almost every winter. A hotter climate would affect agriculture and plant life, and expose both people and the natural environment to risk of harm from storms, pests and temperature-related illnesses.

3.3.4 Impact pathways for the climate change receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts or effects on the climate change receptor. Impact Pathway CC1: Greenhouse gas emissions associated with changes in the total volume

of traffic on Surrey’s roads

Any changes in the numbers of vehicles travelling on the road network in Surrey, will affect the volumes of greenhouse gas emissions that can be attributed to road transport. For example, a net increase in vehicle numbers could result in an increase in emissions of greenhouse gases, although that would be dependent on the types of vehicles that accounted for the increase. Impact Pathway CC2: Greenhouse gas emissions associated with changes in the composition

of traffic on Surrey’s roads

Any changes in the composition of the traffic on Surrey’s road network will affect the volumes of greenhouse gas emissions that can be attributed to road transport. For example, a net increase in the number of low emission vehicles could result in a decrease in emissions of greenhouse gases compared with current levels. Impact Pathway CC3: Greenhouse gas emissions associated with changes in the total

distance travelled by Surrey residents

Any changes in the distances travelled by Surrey residents, for work and for domestic and social purposes, will affect the volumes of greenhouse gas emissions that can be attributed to their use of the road network. For example, a net reduction in the average distance travelled by road by Surrey residents could result in a decrease in emissions of greenhouse gases compared with current levels. Impact Pathway CC4: Greenhouse gas emissions associated with the maintenance &

development of the highway network (embodied energy)

Changes in the extent of highway network maintenance and development work that is feasible will affect the volumes of greenhouse gas emissions that can be attributed to the energy consumed in the undertaking of such works, and in the production and transportation of the materials and equipment used. For example, a net reduction in the amount of maintenance and development work undertaken on the highway network would reduce the amount of greenhouse gas emissions attributable to the embodied energy used in those activities. The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the climate change receptor.


60

3.3.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the climate change receptor

The new Surrey Transport Plan will be composed of a number of different strategies, and a range of different implementation programmes, that in combination will respond to the vision and objectives that have been identified for the future management of transport provision and infrastructure in the county.

3.3.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on climate change


Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Accessibility Strategy would have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Accessibility Strategy would have the potential to give rise to changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Accessibility Strategy would have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The potential for the Accessibility Strategy to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on climate change





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Air Quality Strategy’s objectives. Those include


61

seven separate Infrastructure Measures, six separate Management of Infrastructure Measures, seven separate Promotional & Behavioural Measures, and one Pricing Measure. Details of all the measures, main and secondary that will contribute to implementation of the Air Quality Strategy are given in Section 2.2.2 of this Scoping Report. Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The Air Quality Strategy is not considered to have the potential to significantly affect the Climate Change receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.3.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on climate change






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to changes in the volume of traffic on Surrey’s roads.


62

Impact Pathway CC2: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The Congestion Strategy is not considered to have the potential to significantly affect the Climate Change receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.3.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on climate change




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to minor changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to minor changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to minor changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Cycling Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The potential for the Cycling Strategy to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on climate change



63





Other Measures (including land use measures): (1)Working with partners to consider freight issues in identification of appropriate developer-funded mitigation schemes; (2)Working with partners to consider freight issues in the local development framework process, in respect of the location & type of development, & the need for local infrastructure improvements & controls; (3)Working with partners to consider freight issues in providing guidance on parking provision.

Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to minor changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The potential for the Freight Strategy to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on climate change

The Parking Strategy will primarily be delivered through the following measures:




64



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The Parking Strategy is not considered to have the potential to significantly affect the Climate Change receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.3.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on climate change




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report. Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to changes in the volume of traffic on Surrey’s roads.


65

Impact Pathway CC2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on climate change




Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The Information Provision part of the Passenger Transport Strategy is not considered to have the potential to significantly affect the Climate Change receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.3.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on climate change


Infrastructure Measures: (1)New &/or improved traffic-free, safe routes for cycling close to &/or linking with local communities, businesses & facilities; (2)New &/or improved traffic-free, safe


66

routes for equestrian use; (3)New &/or improved traffic-free, safe routes for walking, close to&/or linking with local communities, businesses & facilities.

Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to minor changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to minor changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to minor changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to greenhouse gas emissions associated with the maintenance and further development of the highway network. The potential for the Rights of Way Improvement Plan to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on climate change




Promotional & Behavioural Measures: (1)Community speed watch; (2)Media & publicity campaigns (e.g. drink driving, speeding, mobile phones, seatbelt wearing, safer motorcycling, anti-social parking); (3)Police enforcement; (4)Primary school education & training; (5)Roadside education & enforcement days; (6)‘Safe Drive: Stay Alive’ intervention; (7)School speed watch; (8)Secondary school education & training; (9)Work related road safety intervention – policy, risk assessment & internal systems to ensure an organisation’s vehicles are adequate, staff properly trained, crashes involving workforce recorded & remedial training implemented as required.

Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to changes in the composition of traffic on Surrey’s roads.


67

Impact Pathway CC3: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The Road Safety & Anti-Social Driving Strategy is not considered to have the potential to significantly affect the Climate Change receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.3.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on climate change



Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Surrey Transport Assessment Management Plan would not have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Surrey Transport Assessment Management Plan would not have the potential to give rise to changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Surrey Transport Assessment Management Plan would not have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Surrey Transport Assessment Management Plan would have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The potential for the Surrey Transport Assessment Management Plan to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on climate change




Other Measures (including land use measures): (1)Enforcement of fuel vehicle labelling; (2)Working with partners to consider climate change issues in identification of appropriate developer-funded mitigation schemes; (3)Working with partners to consider climate change issues in the local development framework process in respect of the location & type of development, &


68

the need for local infrastructure improvements & controls; (4)Working with partners to consider climate change issues in providing guidance on parking provision.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the Scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would have the potential to give rise to minor changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would have the potential to give rise to minor changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Transport Climate Change Strategy would have the potential to give rise to minor changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The potential for the Transport Climate Change Strategy to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on climate change




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure, and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report. Evaluation of the scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Travel Planning Strategy would have the potential to give rise to changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Travel Planning Strategy would have the potential to give rise to changes in the composition of traffic on Surrey’s roads.


69

Impact Pathway CC3: The main measures proposed as the means of implementing the Travel Planning Strategy would have the potential to give rise to changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The potential for the Travel Planning Strategy to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on climate change



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the scope for significant impacts on the Climate Change receptor Impact Pathway CC1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to minor changes in the volume of traffic on Surrey’s roads. Impact Pathway CC2: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to minor changes in the composition of traffic on Surrey’s roads. Impact Pathway CC3: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to minor changes in the distance travelled by Surrey residents. Impact Pathway CC4: The main measures proposed as the means of implementing the Walking Strategy would not have the potential to give rise to greenhouse gas emissions associated with the maintenance and development of the highway network. The potential for the Walking Strategy to impact upon the Climate Change receptor will be covered in the SEA for the new Surrey Transport Plan.

3.3.6 Outcomes of the scoping exercise for the climate change receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the climate change receptor for the following components of the Plan: Accessibility Strategy Surrey Transport Asset Management Plan

Cycling Strategy Transport Climate Change Strategy


70


Passenger Transport Strategy: Local Bus Walking Strategy


The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the climate change receptor and will not be assessed in the SEA for the new Surrey Transport Plan. Air Quality Strategy Passenger Transport Strategy: Information

Congestion Strategy Road Safety Strategy

Parking Strategy

The assessment of the new Surrey Transport Plan for the climate change receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.3.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


71

3.4 The Land, Soil & Mineral Resources Receptor

3.4.1 Definition of the land, soil & mineral resources receptor The Land, Soil & Mineral Resources receptor covers effects on land use, the use of mineral resources, and the safeguarding of soil quality and resources (e.g. best and most versatile agricultural land). The receptor covers the topic of ‘soil’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The risks to land, mineral and soil resources directly associated with the use of the transport network in Surrey would arise as a consequence of the use of land for the provision of new or upgraded transport infrastructure and facilities or the use of mineral resources in the maintenance and further development of the network. The risks would be avoidable (in that reduced demand for travel could minimise the need for additional or upgraded transport infrastructure and facilities) and reversible with respect to land use (in that transport infrastructure and facilities could, in theory, be demolished and removed and the land put to another use) but irreversible with respect to the effects on soil and mineral resources (which once consumed or destroyed cannot be restored or replaced). The land, soil and mineral resources receptor is considered to be moderately sensitive to the effects of transport.

3.4.2 Baseline for land, soil & mineral resources in Surrey A review of the baseline data and information relevant to the land, soil and mineral resources receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.4A.

Table 3.4A: Review of District & Borough LDF SA baseline for the Land, Soil & Mineral Resources receptor


Objective To make the best use of previously developed land & existing buildings.


Indicator: % dwellings built on previously developed land. Baseline: For Elmbridge in 2008 the figure was 95.6% of dwellings. Target: SEP target is 60%. Trends: The figure has now stabilised after gradual improvement.

Indicator: Amount of commercial/employment development built on previously developed land in urban areas. Baseline: For Elmbridge in 2008 the figure was 100% of commercial development.

Indicator: % new dwellings completed at fewer than 30 pdh/30-50 dph/ 50+ dph. Baseline: For Elmbridge in 2007-08 the figure was 23.7 dph. Target: Surrey Structure Plan set a target of 35 dph & PPS3 sets a minimum of 30 dph. Problems & Constraints: Character of the area.

Objective To reduce land contamination & safeguard soil quality & quantity.


Indicator: Amount of contaminated land. Baseline: There are no declared areas of contaminated land in Elmbridge.

Indicator: Amount of contaminated land remediated to suitable use.

Objective Make land available to meet the needs of the economy.


Indicator: No. granted planning permissions for commercial development by type. Baseline: For Elmbridge, 40 B1 use, 7 B2 use, 25 A1 use, 6 A2 use & 12 A3/A4/A5 use.

Indicator: The area of employment land lost to residential use. Baseline: For Elmbridge the figure is 2,840 m

2.

Indicator: Amount of vacant employment floorspace. Baseline: For Elmbridge the figures are 2.40 ha vacant land & 3.23 ha derelict land across the 32 employment areas.




Indicator: The amount of contaminated land remediated.

Indicator: Area of grade 1, 2 & 3 agricultural land lost to development.


72

Epsom & Ewell Borough Council (continued)



Indicator: No. granted planning permissions for commercial development by type.

Indicator: The area of employment sites lost to other uses.

Objective Balancing the needs for employment & housing to reduce the need to travel.


Indicator: The area of employment sites lost to other uses.

Indicator: No. granted planning permissions for commercial development by type.



Indicator: % dwellings built on previously developed land.

Indicator: Amount of commercial/employment development built on previously developed land in urban areas.

Indicator: Average density on sites with 10 or more dwellings.




Indicator: % dwellings & commercial development built on previously developed land. Baseline: In 2005/06 100% of all dwellings approved were on PDL. Target: For 2008/09 is 100%. Trends: Since 2001 GBC has exceeded its target of 97%.

Indicator: Average density on sites with 10 or more dwellings. Baseline: The average density on sites with 10 or more dwellings approved in 2005/06 is 84 dph. Target: To ensure average land density is between 30-50 dph. Trends: Increase in density between 2004/05 (47 dph) & 2005/06 (84 dph).

Objective To reduce the area of land affected by contamination & safeguard soil quality & quantity (including agricultural land).


Indicator: Amount of contaminated land remediated to suitable new use. Baseline: GBC recorded 61 remediated contaminated sites between 2001 & 2004. Approximately 300 potentially contaminated former industrial sites are known to exist in the borough.

Indicator: No. developments on Grade 1, 2 & 3 agricultural.



Indicator: Area of allotment sites & % occupancy. Baseline: The borough has 15 allotment sites covering 16.24 ha with 336 plots & 264 tenants. Target: To enable all to share in access to the provision of allotments & to meet demand. Problems & Constraints: Demand outstrips supply – need to provide more sites.

Indicator: Amount of mineral extracted & no. extraction & processing sites. Target: For the rate of extraction to be no more than land bank of permitted sites. Trends: Surrey mineral production requirement decreased from 3.4 million tonnes to 2.62 million tonnes between 2001 & 2004.

Objective To provide for appropriate commercial development opportunities to meet the needs of the economy.


Indicator: Amount of commercial floor space lost/gained through planning permissions & completions for commercial development. Baseline: In 2005/06, 46 planning applications for commercial development approved. Trends: In 2004/05, 41 approvals.

Indicator: No. employment sites lost to other uses. Baseline: In 2005/06, 9 approvals involving the loss of business, industrial or warehousing land. Trends: In 2004/05, 13 approvals.




Indicator: % dwellings built on previously developed land. Baseline: For MVDC in 2005-06, 96.7% & in 2006-07 89.8%. Target: For 90% new housing to be on PDL in urban areas. Trends: % is increasing.

Indicator: The amount of commercial/employment development built on previously developed land in urban areas. Baseline: For MVDC in 2005/06, 100% & in 2006/07 94%. Target: For 80% of additional major commercial development to be in urban areas with good access.

Indicator: Average density on sites with 10 or more dwellings. Baseline: For MVDC in 2006/07, 50.9 dph. Target: For new housing developments to be at least 35 dph. Trends: Densities should rise as new developments reflect expectations of PPS3. Problems & Constraints: Lack of comparative data.



Indicator: Amount of contaminated land remediated to suitable use. Problems & Constraints: No Part IIA sites investigated for data.

Indicator: Area of Grade 1, 2 & 3 agricultural land lost to development. Trends: No loss of Grade 1 or 2 agricultural land. Problems & Constraints: Not specifically monitored but no new development permitted /completed on greenfield sites in recent years.


73

Mole Valley District Council (continued)



Indicator: No. granted planning permissions for commercial development. Baseline: For MVDC in Mar 2008 office (B1) 42,050 m

2 & industry/ storage (B1c/B2/B8) 19,450 m

2.

Indicator: The area of employment sites lost to other uses. Baseline: For MVDC in 2006/07, 2.09ha.

Indicator: % vacant employment floorspace. Baseline: For MVDC in 2007/08, offices 7.4% & industry/storage 2.4%.




Indicator: % dwellings built on previously developed land. Baseline: For RBBC in 2007/08 the figure was 99%. Target: Target is 80%. Problems & Constraints: RBBC target was reduced to 80% in 2006 due to the new Horley sectors being built on greenfield sites.

Indicator: Amount of commercial development built on previously developed land in urban areas. Baseline: For RBBC in 2007/08 the figure was 93%. Target: Surrey SP target is 80% & SEP target is 60%.

Indicator: Average density on sites with 10 or more dwellings. Baseline: For RBBC in 2007/08 the figure was 40 dph. Target: Surrey SP target was at least 35 dph & SEP is 40 dph. Trends: Even small permissions in Reigate & Redhill are achieving densities of 35-36 dph. 84% of all completions are 30 dph & above.



Indicator: Area of Grade 1, 2 & 3a agricultural land lost to development. Baseline: No Grade 1 or 2 land in RBBC. Trends: The relative proportions of graded agricultural land in Surrey are unlikely to change.

Indicator: Area of sites addressed through Part 2A. Problems & Constraints: Limited resource is diverted to planning work.

Indicator: Area of sites addressed through the planning process. Trends: 14.33 acres in 2007/08, 14.53 acres in 2006/07 & 15.29 acres in 2005/06. Problems & Constraints: Dependent on property & finance markets.

Indicator: No. sites remediated through the planning process. Trends: 5 sites in 2007/08, 12 sites in 2006/07, 6 sites in 2005/06. Problems & Constraints: Dependent on property & finance markets.

Indicator: Area of sites addressed voluntarily. Problems & Constraints: Lack of land owner awareness of the contaminated land regime.

Indicator: Method of remediation adopted. Trends: ‘dig & dump’ continues to be the preferred method of remediation, despite advances in bioremediation techniques & increases in landfill tax. Problems & Constraints: Remediation method is normally determined by cost. This favours ‘dig & dump’.



Indicator: No. granted planning permissions for commercial development.

Indicator: The area of employment sites lost to other uses. Baseline: For RBBC 3 former industrial sites lost to residential development.


Objective To improve efficiency in land use through the re-use of previously developed land & existing buildings, including re-use of materials from buildings & encourage urban renaissance.


Indicator: Development on previously developed land. Baseline: For RBC in 2007/08 figure was 100%.

Indicator: Derelict land & empty properties. Baseline: For RBC the figure was 2 ha.




Indicator: % dwellings built on previously developed land. Baseline: For SBC for 2002/03 the figure was 97.6%. Target: Surrey Structure Plan had a target of 70%.

Indicator: Average density on sites with 10 or more dwellings (dph). Baseline: For SBC for 2003/04 the figure was 55 dph. Target: Surrey SP target was 35 dpha. Trends: Increasing & significantly above the Surrey average.



Indicator: Amount of contaminated land remediated to suitable use.

Indicator: Area of Grade 1, 2 & 3 agricultural land lost to development. Trends: No loss of Grade 1 or 2 agricultural land.


74

Spelthorne Borough Council (continued)

Objective Provide for appropriate commercial development opportunities to meet the needs of the economy.


Indicator: Area of employment sites lost to other uses. Baseline: For SBC in 2003/04 the 1.35 ha.

Indicator: Total quantity of commercial floorspace.

Indicator: Total quantity of retail floorspace.



Indicator: No. allotment sites & % occupancy.




Indicator: % dwellings built on previously developed land. Baseline: For SHBC in 2000-2004 the figure was 99.1%. Target: 90% of new dwellings to be on PDL in urban areas. Trends: Development on PDL increasing over the last 5 years. Problems & Constraints: Potential housing pressure for development on open spaces in future.

Indicator: % new businesses on previously developed land. Baseline: For SHBC in 2003/04 the figure was 100%.

Indicator: % increase in densities within town centres & settlement areas.

Objective To reduce contamination & safeguard soil quality & quantity.


Indicator: No. known contaminated land sites.




Indicator: % dwellings built on previously developed land. Baseline: For TDC the figure for 2007/08 is 94%. Target: For 95% of housing development to be on PDL from 2006-2011. Trends: Between 2005/06 & 2006/07 the sharp decline was due to the Local Plan allocation at Red Lane for 108 units.

Indicator: Amount of commercial development built on previously developed land in urban areas. Baseline: For TDC in 2007/08 the figure was 91%. Target: For 80% of employment development to be provided on PDL. Problems & Constraints: Figure used does not consider whether site is urban or rural.

Indicator: % new dwellings completed at <30 dph, 30-50 dph, and >50 dph. Baseline: For TDC in 2007/08 figures were 22% at <30 dph, 50% at 30-50 dph, and 28% at >50 dph. Target: Average density per year should reach 30 dph. Trends: Densities should rise as they meet the expectations of PPS3.



Indicator: Amount of contaminated land remediated. Baseline: For TDC there is no ‘contaminated land’ as defined under Part IIA of the EPA 1990. Target: If land is designated as contaminated in the future it should be brought back into use.

Indicator: Area of Grade 1, 2 & 3 agricultural land lost to development. Baseline: For TDC in 2008 the figure was 0 ha. Trends: No loss of Grade 1 or 2 agricultural land.



Indicator: Area of employment sites lost to other uses. Baseline: For TDC in 2007/08 the figure was 1.02 ha.


Objective To ensure everyone has the opportunity to live in a decent & affordable housing.


Indicator: % new & converted dwellings on PDL (target 90%).

Indicator: Density of completed dwellings (target = average of 35 dph).

Objective To prevent & control pollution


Indicator: Contaminated Land Register.

Objective To maintain & enhance the quality of landscapes & townscapes.


Indicator: Development on previously developed land.

Objective To use energy, water & other natural resources efficiently.


Indicator: Derelict & vacant land in urban areas.


75


Objective To encourage sustained economic growth


Indicator: Business development (amount of land developed for employment type, employment land supply by type, loss of employment land).

Indicator: Target 80% employment development will be provided on land previously used for employment purposes.


Objective Make the best use of previously developed land & existing buildings.


Indicator: Proportion of new dwellings built on previously developed land (PDL). Baseline: For WoBC in 2007-08 the figure was 100%. Target: Surrey Structure Plan target was 90% of housing on PDL.

Indicator: Proportion of new business floorspace built on PDL. Baseline: For WoBC from 2003-08 the figure was 100%. Target: for 80% of new business floorspace to be on PDL. Trends: The target is being met & exceeded.

Indicator: Amount of derelict land. Trends: Derelict land is being identified proactively.

Indicator: Housing densities in urban areas. Baseline: For WoBC in 2007-08 the figure was 250 dph in the town centre, and 109 dph in district centres. Target: A minimum of 30 dph. Trends: The target is being exceeded, in 2006-07 substantially. Problems & Constraints: Possible overprovision of 1 & 2 bedroom properties & raises the question of whether open space needs are being met.

Objective Maintain agricultural soil quality & reduce the number of sites that are contaminated.


Indicator: Development on the best & most versatile agricultural land. Baseline: For WoBC in 2007-08 there was no development on BMV. Target: To give preference to development on land classified as ALC Grade 3b, Grade 4 & Grade 5. Trends: No significant issues have arisen in Woking.

Indicator: Proportion of LA area inspected for contaminated land annually.

Indicator: Area of land affected by contamination brought back into beneficial use. Trends: Remediation of Westfield Tip & provision of 198 dwellings, 2008 to 2013.

Objective Reduce the impact of consumption of resources by using sustainably produced & local products.


Indicator: No. allotment plots in the borough & % vacant. Baseline: For WoBC in June 2008, there were 779 plots, 18 vacant plots and 80 people on the waiting list. Trends: Deficiency of allotments in some areas. Problems & Constraints: Explore opportunities to create new site in north & west of the borough.

3.4.2.1 Soil & land quality

Large areas of Surrey are rural in character, and a significant proportion of the county’s land – approximately 62,839 hectares or 37.6% of the total area – is maintained in some form of agricultural production. In 1997 there were 1,652 agricultural holdings in Surrey, with activity fairly evenly split between pastoral farming (35.8% of holdings) and arable farming (48.1% of holdings). The remainder were engaged in horticulture (10.7% of holdings) or mixed farming (5.4% of holdings)

(14).

Agricultural land in England and Wales is classified using a system of grades, which denote the land’s suitability for long-term agricultural use. The grade given to an area of agricultural land reflects the following factors

(15). The Climate: in terms of temperature, rainfall, aspect, exposure and frost risk.

The Site: in terms of gradient, micro-relief and flood risk. The Soil: in terms of texture, structure, depth and stoniness, and chemical properties which cannot be corrected. A relatively small proportion of Surrey’s agricultural land falls into Grade 1 (of excellent quality) or Grade 2 (of very good quality) of the Agricultural Land Classification of England and Wales. The majority of agricultural land within the county is classed as either Grade 3a (of good quality) or Grade 3b (of moderate quality). National policy on the protection of the productive capacity of the agricultural industry indicates that the ‘best and most versatile’ agricultural land – that classed as Grade 1, Grade 2 or Grade 3a – should be safeguarded from development.

3.4.2.2 Previously developed land & contaminated land

Data taken from the National Land Use Database on the availability of vacant land and derelict land and buildings (previously developed land) indicates that there are 327 hectares of derelict and vacant

14

Data provided by the Surrey County Council Planning service, and sourced from the former Ministry of Agriculture, Fisheries & Food. 15

Agricultural Land Classification: Protecting ‘the best and most versatile agricultural land’. Rural Development Service Guidance Note, 2003. Department of the Environment, Food & Rural Affairs: London.


76

land and buildings within Surrey that could be available for redevelopment and reuse (including for the provision of housing). That figure accounts for just 0.2% of the county’s total area, and just 1.0% of the total area of urban land within Surrey. Surrey has a good track record in the use of previously developed land for the provision of new housing. In 2002, 92% of new houses in Surrey were built on previously developed land, compared with rates of 67% for the South East region and 65% for England

(16).

Land contaminated as a consequence of industrial use (e.g. landfill, chemical works, etc.) may pose a risk to the environment and human health. Once contaminated, a site may be excluded from further development due to the risks and the cost of remediation. Local planning authorities have a duty to enable the remediation of contaminated land through the planning system and to maintain a register of contaminated sites. There is relatively little data currently available on contaminated land in Surrey, and only one site has been identified. The district and borough planning authorities are preparing their contaminated land registers, and more data will become available as that work progresses.

3.4.2.3 Mineral resources

The principal forms of mineral resources in Surrey are aggregates, specifically gravel and sharp sand (which is coarse and used for concrete); and building or soft sand (which is used for plastering and mortar). The extraction of sharp sand and gravel is concentrated in the north-west of the county, whilst building sand is extracted along its spine from Farnham to the Kent border. For sharp sand and gravel, average sized quarries in Surrey typically produce between 175,000 tonnes and 250,000 tonnes per year, although figures can be as high as 450,000 tonnes for larger quarries and as low as 100,000 tonnes for smaller ones

(17). For building sand, an average sized

quarry will produce around 150,000 tonnes per year, with larger quarries producing up to 250,000 tonnes and smaller ones as little as 50,000 tonnes

(18).

In 2008 total sales of primary land-won aggregates in Surrey were 1.36 million tonnes (comprising 0.92 million tonnes of concreting aggregate and 0.43 million tonnes of soft sand), and permitted aggregate reserves stood at 10.27 million tonnes, providing a land bank of 3.9 years. For secondary and recycled aggregates, figures for 2008 report sales of 338,268 tonnes of recycled aggregate in Surrey. The material sold was found to be of a quality and consistency sufficient to enable its use as a substitute for primary aggregate in the construction industry and in the production of concrete. There are workable deposits of silica sand, a mineral of national importance, located within Surrey in the east of the county, which produce some of the purest silica sand in the country (due to low levels of iron oxide and alumina content). Deposits of brick clay are found in the south of the county. There are also limited quantities of hydrocarbon deposits (oil and gas) within Surrey, located to the south of the North Downs, and scope for underground gas storage at two locations in the county.

3.4.3 Key issues & challenges for the land, soil & mineral resources receptor in Surrey

There is scope for transport network infrastructure, including roads and railways, to affect the quality and usability of land and soil. Surrey has relatively little good quality agricultural land, so the stocks that it does have need to be safeguarded from development. The South East of England is the most densely populated region of the country, outside of London, and pressure on undeveloped land is likely to increase in the future as the population continues to grow. The recent designation of two National Parks within the region (the New Forest National Park in

16

Land Use Change in England to 2003, 2004. Office of the Deputy Prime Minister: London. 17

Data provided by Surrey County Council Minerals Planning team. 18

Ibid.


77

Hampshire and the South Downs National Park which covers parts of Hampshire, West Sussex and East Sussex) will intensify the potential for development pressure on the remaining areas of currently undeveloped land in the region. Within Surrey, priority has been given to the need to safeguard the Metropolitan Green Belt, which covers the majority of the undeveloped land in the county, to retain the open countryside character of the county. The Green Belt will come under increasing pressure for development if the local and regional economies and populations continue to grow.

3.4.4 Impact pathways for the land, soil & mineral resources receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the Surrey Transport Plan could give rise to impacts on the land, soil and mineral resources receptor. Impact Pathway LSMR1: Changes in land use due to the provision of transport networks,

interchanges & other facilities

The development of new transport network links and transport facilities (e.g. park & ride facilities) would require the acquisition of land and result in a change in that uses to which that land was put. Depending on the location of any new transport developments and the characteristics of the land affected the impacts could be adverse (i.e. loss of high quality agricultural land, changes in the composition and structure of the soil) or beneficial (i.e. remediation of contaminated land). Impact Pathway LSMR2: Use of mineral resources in the development & maintenance of

transport infrastructure

The development of new transport infrastructure and the maintenance of the existing road network and infrastructure will require the use of a range of products derived from mineral resources (e.g. road stone, concrete and cement, bitumen, etc.). Increased use of recycled and recovered materials in place of virgin mineral products would help to ameliorate the impacts of transport related development on mineral resources. Impact Pathway LSMR3: Changes in soil composition & structure associated with the

development, maintenance & use of transport infrastructure

The development and maintenance of the transport network and its use will give rise to various forms of pollution (air pollution, water pollution) that have the potential to adversely affect soils in the area surrounding the transport network links or facilities. The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the land, soil & mineral resources receptor.

3.4.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the land, soil & mineral resources receptor


3.4.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on land, soil & mineral resources



78

Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the Scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The Accessibility Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.4.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on land, soil & mineral resources





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Air Quality Strategy’s objectives. Those include seven separate Infrastructure Measures, six separate Management of Infrastructure Measures, seven separate Promotional & Behavioural Measures, and one Pricing Measure. Details of all the measures, main and secondary that will contribute to implementation of the Air Quality Strategy are given in Section 2.2.2 of this Scoping Report. Evaluation of the Scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to demand for mineral resources.


79

Impact Pathway LSMR3: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The Air Quality Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.4.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on land, soil & mineral resources






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The Congestion Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.4.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on land, soil & mineral resources




80


A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the Scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The potential for the Cycling Strategy to impact upon the Land, Soil & Mineral Resources receptor will be covered in the SEA for the new Surrey Transport Plan.

3.4.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on land, soil & mineral resources







Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to changes in land use.


81

Impact Pathway LSMR2: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The Freight Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.4.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on land, soil & mineral resources






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The Parking Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.4.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on land, soil & mineral resources




82


A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report. Evaluation of the Scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Land, Soil & Mineral Resources receptor will be covered in the SEA for the new Surrey Transport Plan.

3.4.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on land, soil & mineral resources




Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure.


83

The Information Provision part of the Passenger Transport Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.4.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on land, soil & mineral resources



Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The potential for the Rights of Way Improvement Plan to impact upon the Land, Soil & Mineral Resources receptor will be covered in the SEA for the new Surrey Transport Plan.

3.4.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on land, soil & mineral resources





Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to changes in land use.


84

Impact Pathway LSMR2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The Road Safety & Anti-Social Driving Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.4.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on land, soil & mineral resources



Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The potential for the Surrey Transport Asset Management Plan to impact upon the Land, Soil & Mineral Resources receptor will be covered in the SEA for the new Surrey Transport Plan.

3.4.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on land, soil & mineral resources






85

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The Transport Climate Change Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.4.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on land, soil & mineral resources




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure, and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report. Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The Travel Planning Strategy is not considered to have the potential to significantly affect the Land, Soil & Mineral Resources receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.


86

3.4.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on land, soil & mineral resources



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the scope for significant impacts on the Land, Soil & Mineral Resources receptor Impact Pathway LSMR1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to changes in land use. Impact Pathway LSMR2: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to demand for mineral resources. Impact Pathway LSMR3: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to changes in soil composition and structure associated with the maintenance and development of transport infrastructure. The potential for the Walking Strategy to impact upon the Land, Soil & Mineral Resources receptor will be covered in the SEA for the new Surrey Transport Plan.

3.4.6 Outcomes of the scoping exercise for the land, soil & mineral resources receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the land, soil & mineral resources receptor for the following components of the Plan: Cycling Strategy Surrey Transport Asset Management Plan



The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the land, soil & mineral resources receptor and will not be assessed in the SEA for the new Surrey Transport Plan. Accessibility Strategy Passenger Transport Strategy: Information

Air Quality Strategy Road Safety & Anti-Social Driving Strategy

Congestion Strategy Transport Climate Change Strategy


Parking Strategy

The assessment of the new Surrey Transport Plan for the land, soil & mineral resources receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms


87

of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.4.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


88

3.5 The Materials Efficiency & Waste Receptor

3.5.1 Definition of the materials efficiency & waste receptor The Materials Efficiency & Waste receptor covers effects on the total volume of material moving through the economy, the generation of wastes, the recovery, reuse and recycling of materials and the management of waste disposal. The receptor covers the topic of ‘material assets’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The risks to the materials efficiency and waste receptor directly associated with the use of the transport network in Surrey would arise as a consequence of the use of material resources in the provision of new or upgraded transport infrastructure and facilities or the maintenance and further development of the network. The risks would be avoidable (in that reduced demand for travel could minimise the need for additional or upgraded transport infrastructure and facilities) and reversible (in that much of the material used in the construction and maintenance of transport infrastructure and facilities could, in theory, be recovered, recycled and reused). The materials efficiency and waste receptor is considered to be moderately sensitive to the effects of transport.

3.5.2 Baseline for materials efficiency & waste in Surrey Surrey was estimated to have generated 3,203,402 tonnes of waste in 2002, of which 578,585 tonnes (18%) was municipal solid waste produced by households

(19), 742,818 tonnes (23%) was comprised

of commercial and industrial wastes (20)

, and the remaining 1,882,000 tonnes (59%) was made up of construction and demolition waste

(21).

In 2002 the majority of waste generated by the households and industries of Surrey was managed within the county, along with an estimated 1,455,000 tonnes of non-hazardous and inert waste that was imported (mainly from London)

(22). In total, Surrey managed an estimated 4,531,402 tonnes of

waste in 2002 (23)

. Of the wastes generated from within Surrey in 2002, a total of 1,562,677 tonnes was estimated to have been disposed of by means of landfill. In 2002 the bulk of the county’s municipal solid waste, some 471,396 tonnes or 81.5% of the waste generated by households, was sent to landfill

(24). Slightly

less commercial and industrial waste was landfilled in 2002, some 423,281 tonnes or 57% of Surrey’s output of that type of waste

(25). The greatest amount of waste disposed of to landfill in 2002 was

generated by construction and demolition, accounting for 35.5% of that waste stream or 668,000 tonnes

(26). In 2002 a further 396,000 tonnes of construction and demolition waste was disposed of at

sites that do not require a waste management permit to operate, for example the on-site disposal of small volumes of construction or demolition waste at golf courses

(27).

Recycling, recovery and composting play important and growing roles in waste management in Surrey. In 2002 rates of recycling, recovery and composting were lowest for municipal solid waste, where 107,189 tonnes (or 18.5% of that waste stream) was dealt with by those routes

(28). The rate of

recycling, recovery and composting for commercial and industrial waste in 2002 stood at 43% of the waste stream, or 319,537 tonnes

(29). The volume of construction and demolition waste that was

recycled or recovered in 2002 was by far the greatest, with 818,000 tonnes (43.5% of the waste stream) being dealt with by those approaches

(30).

19

An Integrated Waste Management Strategy for Surrey: Consultation Draft, 2003. Surrey Local Government Association. 20

Assessment of Need for Waste Disposal & Management Facilities in Surrey. 2003. Babtie Group. 21

Ibid. 22


Ibid. 24



Ibid. 27

Ibid. 28



Ibid.


89

Current growth rates for waste generation in Surrey are estimated at 1.5% per year for municipal solid waste and 2% for commercial and industrial waste. No quantified estimate of growth rate is currently available for construction and demolition industry wastes, but it is anticipated that these will increase in line with enhanced levels of construction and demolition activity. A review of the baseline data and information relevant to the materials efficiency and waste receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.5A. Table 3.5A: Review of District & Borough LDF SA baselines for the Materials Efficiency &

Waste receptor


Objective Support economic growth which is inclusive, innovative & sustainable.


Indicator: No. businesses achieving reduction in consumption of resources, or mitigating the effects of practices that would otherwise result in degradation of natural resources.

Indicator: No. businesses actively engaging in the Sustainable Business Programme.



Indicator: Amount of waste disposed of in landfill. Baseline: For Elmbridge in 2004/05 44,968 tonnes of waste was landfilled. Target: For MSW minimisation in Surrey is 50% by 2015, & for C&I waste is 55% by 2015.

Indicator: Waste collected per capita. Baseline: For Elmbridge in 2005-06 440kg of MSW were collected per head. Target: To reduce MSW.

Indicator: % waste recycled. Baseline: For Elmbridge in 2005-06 20.9% of waste was recycled. Target: The LAA targets are 36% for year 1, 38% for year 2 & 40% for year 3.

Indicator: % waste composted. Baseline: For Elmbridge in 2005-06 0.5% of waste was composted. Target: The LAA targets are 36% for year 1, 38% for year 2 & 40% for year 3.


Objective None identified


None identified




Indicator: No./% construction sites recycling waste on site.



Indicator: No. developments using sustainable building techniques. Problems & Constraints: Consider separate indicator dealing with the incorporation of green roofing into new developments.

Indicator: Recycling on development sites.

Objective To reduce waste generation & disposal, & achieve the sustainable management of waste.


Indicator: Total amount of untreated MSW disposed of in landfill. Baseline: MSW arisings in 2003/04 was 36,737 tonnes. Problems & Constraints: The MSW part of the waste stream represents only a proportion of the total waste produced in the borough.

Indicator: Total amount of treated waste going to landfill. Problems & Constraints: This figure would be calculated by taking total MSW arising & deducting the amounts of waste recycled, composted or converted to energy.

Indicator: Waste collected per capita. Baseline: In 2003/04 355 kg.

Indicator: Percentage of waste recycled. Baseline: In 2003/04 18.14%. Target: 60%.

Indicator: Percentage of waste composted. Baseline: In 2003/04 2.23%.

Indicator: % energy recovery from waste (e.g. through incineration, etc.).

Indicator: Amount of secondary recycled aggregates used as % of total.


90




Indicator: No. construction sites recycling or reusing demolition waste.

Indicator: Amount of waste disposed of in landfill.

Indicator: Waste collected per capita. Baseline: For MVDC in 2005/06 0.38 tonnes.

Indicator: % waste recycled. Baseline: For MVDC in 2006/07, 39.18%. Target: 42% for 2008/09. Trends: % recycled is increasing steadily.

Indicator: % waste composted. Baseline: For MVDC in 2003/05 0.6%. Trends: % composted is increasing steadily.




Indicator: None given


Objective To reduce waste generation & disposal, & achieve the sustainable management of waste.


Indicator: % of total tonnage of all types of waste (MSW, C&D, C&I) that has been recycled, composted, used to recover heat, power & other energy sources, & landfilled. Baseline: For RBC the figures were, recycling 17.28%, composting 1.85%, recover heat/power/other energy 0%. Trends: Positive







Indicator: Amount of waste disposed of in landfill. Trends: Increase from 1999/2000 level

Indicator: Waste collected per capita. Trends: Increase from 1999/2000 level

Indicator: % waste recycled. Trends: Increase from 1999/2000 level

Indicator: % waste composted.


Objective To reduce generation of waste & maximised re-use & recycling.


Indicator: Household, C&D, & industrial waste production (tonnage).

Indicator: % household, C&D, & industrial waste recycled. Baseline: For SHBC for MSW 19.59% in 2003/4. Target: 21% by 2005/06.

Indicator: % household, C&D, & industrial waste landfilled. Baseline: For SHBC in 2003/04, 282 kg.

Indicator: % household, C&D, & industrial waste composted. Baseline: For SHBC for MSW 4.12% in 2003/4. Target: 21% by 2005/06.

Indicator: % household, C&D, & industrial waste used to recover heat & energy.





Indicator: Amount of waste disposed of in landfill. Baseline: For Surrey in 2003/04 the figure was 24,198 tonnes. Problems & Constraints: Data not recorded at local level.

Indicator: Waste collected per capita. Baseline: For TDC in 2008-09 the figure was 355 kg. Trends: Continual decline over the last 3 years.

Indicator: % waste recycled. Baseline: For TDC in 2008/09 the figure was 28.9%.

Indicator: % waste composted.


91


Objective None identified


None identified


Objective Reduce waste generation & disposal & achieve sustainable management of waste.


Indicator: Proportion of MSW that has been: recycled; composted; used to recover heat, power & other energy sources; & land filled. Baseline: For WoBC in 2007 the figures were, 27% MSW recycled, 11% MSW composted, 0% MSW used to recover heat etc., and 62% MSW landfilled. Target: for 40% MSW to be reused, recycled or composted by 2010, 45% by 2015 and 50% by 2020. Trends: Woking is above the average performance in recycling and has affected a steady decline in the proportion of waste sent to landfill. The Waste Strategy Target for 2010 is already being met.

Indicator: Total tonnage of household waste produced. Baseline: For WoBC in 2007-08 the figure was 382,000 kg. Trends: Despite increasing recycling, total household waste is increasing. This is partly explained by an increase in population.

3.5.3 Key issues for the materials efficiency & waste receptor in Surrey Surrey generates significant volumes of domestic, commercial and industrial, and construction industry waste. The majority of that waste is dealt with in-county, along with waste imported to the county from London and other parts of the south east. The construction and demolition industry accounts for the greatest proportion of the county’s waste, and the transport network has the capacity to be a significant contributor to that particular waste stream. Steps could be taken to minimise the amount of waste that is generated and to increase the use of recycled or recovered materials in the maintenance or construction of the county’s transport infrastructure.

3.5.4 Impact pathways for the materials, efficiency & waste receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts or effects on the materials efficiency and waste receptor. Impact Pathway MEW1: Use of material resources

The delivery of measures to maintain, improve or further develop the highway network, or to improve the management of that network would require the use of material resources. Depending on the nature of the measures concerned the impacts on the materials efficiency of the economy could be adverse (i.e. consumption of raw materials and non-renewable natural resources) or beneficial (i.e. use of recycled and recovered materials wherever possible in place of virgin material). Impact Pathway MEW2: Generation of wastes

The delivery of measures to maintain, improve or further develop the highway network, or to improve the management of that network would involve activities that would give rise to waste materials. The types of waste arising would be determined by the nature of the works involved, and the types of infrastructure being installed, constructed or maintained and the materials used. All wastes arising would have to be appropriately managed (i.e. recovered and reused or recycled where feasible, or disposed of where recovery and reuse is not an option). The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the materials efficiency & waste receptor.


92

3.5.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the materials efficiency & waste receptor


3.5.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on materials efficiency & waste


Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to waste materials. The Accessibility Strategy is not considered to have the potential to significantly affect the Materials Efficiency & Waste receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.5.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on materials efficiency & waste







93

Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Air Quality Strategy would have the potential to give rise to some use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to waste materials. The potential for the Air Quality Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on materials efficiency & waste






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the Scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Congestion Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to waste materials. The potential for the Congestion Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on materials efficiency & waste





94

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to waste materials. The potential for the Cycling Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on materials efficiency & waste



Management of Infrastructure Measures: (1)Collaborative working with the freight industry & other authorities; (2)Construction logistics planning; (3)Developing a preferred lorry route network for satellite navigation applications, including information on driver rest facilities; (4)Freight delivery & services planning; (5)Freight Quality Partnerships; (6)Loading/unloading bay provision; (7)Lorry incident reporting system; (8)Monitor local lorry movements, working with local residents & elected members; (9)Positive lorry route signing; Rail freight transport; River freight transport.




Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to waste materials. The potential for the Freight Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.


95

3.5.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on materials efficiency & waste






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Parking Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to waste materials. The potential for the Parking Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on materials efficiency & waste




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report.


96

Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to waste materials. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on materials efficiency & waste




Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to waste materials. The potential for the Information Provision part of the Passenger Transport Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on materials efficiency & waste



Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to waste materials.


97

The potential for the Rights of Way Improvement Plan to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on materials efficiency & waste





Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to waste materials. The potential for the Road Safety & Anti-Social Driving Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on materials efficiency & waste



Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to waste materials.


98

The potential for the Surrey Transport Asset Management Plan to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on materials efficiency & waste





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to waste materials. The potential for the Transport Climate Change Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on materials efficiency & waste




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure, and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report.


99

Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to waste materials. The Travel Planning Strategy is not considered to have the potential to significantly affect the Materials Efficiency & Waste receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.5.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on materials efficiency & waste



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary, that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the scope for significant impacts on the Materials Efficiency & Waste receptor Impact Pathway MEW1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to the use of material resources. Impact Pathway MEW2: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to waste materials. The potential for the Walking Strategy to impact upon the Materials Efficiency & Waste receptor will be covered in the SEA for the new Surrey Transport Plan.

3.5.6 Outcomes of the scoping exercise for the materials efficiency & waste receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the materials efficiency & waste receptor for the following components of the Plan.

Air Quality Strategy Passenger Transport Strategy: Information

Congestion Strategy Rights of Way Improvement Plan

Cycling Strategy Road Safety & Anti-Social Driving Strategy

Freight Strategy Surrey Transport Asset Management Plan

Parking Strategy Transport Climate Change Strategy



100

The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the materials efficiency & waste receptor and will not be assessed in the SEA for the new Surrey Transport Plan.

Accessibility Strategy Travel Planning Strategy

The assessment of the new Surrey Transport Plan for the materials efficiency and waste receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.5.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


101

3.6 The Water Resources & Management Receptor

3.6.1 Definition of the water resources & management receptor The Water Resources & Management receptor covers effects on the biological and chemical quality of surface waters and ground waters, the safeguarding, use and management of water resources, and the management of flood risks to and arising from the transport network and associated infrastructure. The receptor covers the topic of ‘water’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The risks to the water resources and management receptor directly associated with the use of the transport network in Surrey could arise as a consequence of the provision of new infrastructure and the maintenance of existing infrastructure. The risks would be avoidable (in that steps could be taken to reduce the risks of adverse effects on the water environment) and reversible (in that any changes could be reversed). The water resources and management receptor is considered to be moderately sensitive to the effects of transport.

3.6.2 Baseline for water resources & management in Surrey A review of the baseline data and information relevant to the water resources and management receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.6A. Table 3.6A: Review of District & Borough LDF SA baselines for the Water Resources &

Management receptor


Objective To minimise the harm from flooding.


Indicator: No. properties at risk from flooding (Zones 2 & 3). Baseline: In Elmbridge 12,500 properties are in Flood Zone 2 or 3. Target: To prevent all inappropriate development in the flood plain. Trends: The figure has increased after the release of the EA flood zones data for 2004, indicating a greater area at risk of flooding.

Indicator: No. planning permissions given contrary to Environment Agency advice. Baseline: For Elmbridge the figure for 2008 was zero.

Objective To maintain & improve the water quality of the rivers & groundwater.


Indicator: % rivers in plan area whose biological quality is rated as ‘good’. Baseline: For Elmbridge in 2005 the figure was 100%. Trends: Biological quality has improved & needs to be maintained at 100%.

Indicator: % rivers in plan area whose chemical quality is rated as ‘good’. Baseline: For Elmbridge in 2005 the figure was 84.78%. Trends: Chemical quality has improved.

Indicator: Incidents of major & significant water pollution.

Objective To ensure that the borough is prepared for the impacts of climate change.


Indicator: Capacity during ‘critical periods’ to supply water without need for restrictions.



Indicator: Household per capita consumption of water (daily use). Baseline: For Elmbridge in 2004 the figure was 168 litres. Target: To stabilise PCC of water at current levels. Trends: Water consumption per person in households increased by 7% between 1992 & 2001 in England & Wales.




Indicator: No. properties at risk from flooding.

Indicator: No. properties built with sustainable drainage installed.

Indicator: No. properties linked to sustainable drainage systems.

Indicator: Area of land identified for flood storage purposes as part of CFMP considered for future revision.


102

Epsom & Ewell Borough Council (continued)



Indicator: % rivers in plan area whose biological quality is rated as ‘good’.

Indicator: % rivers in plan area whose chemical quality is rated as ‘good’.

Indicator: Quality of groundwater.

Objective To ensure that the district is prepared for the impacts of climate change.




Objective To reduce the risk of flooding & the resulting detriment to public well being, the economy & the environment.


Indicator: No. properties at risk from flooding. Baseline: The EA has identified 8,750 properties in the Thames Region south east area in the floodplain & at risk from flooding. Target: No development to be permitted in the floodplain against EA advice. Problems & Constraints: PPS 25 to be considered & the SFRA.

Indicator: No. buildings within the floodplain of the River Wey.

Indicator: No./% new or redevelopments built with sustainable drainage /SuDS installed. Target: All new development/re-developments over 1 ha should incorporate SuDS. The Sustainable Development & Construction SPD adopted in Dec 2005 states that water efficiency measures should be part of all new development. Trends: Trend data will be available in the future. Problems & Constraints: Monitoring of SPD has commenced but further work is required before figures can be reported.

Indicator: No. developments built on floodplains within the borough per year/floodplain area (sq m) developed per year. Baseline: For Guildford no permissions are known to have been granted in 2005/06 contrary to EA advice. Target: No development to be permitted in the floodplain against the advice of the EA. Problems & Constraints: EA suggest monitoring area of flood plain developed above baseline. Baseline should be current level.



Indicator: No. dwellings incorporating grey water/rainwater harvesting.

Objective To conserve & enhance biodiversity within the plan area.


Indicator: Conservation limit for salmon rivers. Target: To maintain, develop & improve salmon, freshwater fish & eel fisheries in freshwaters, estuaries & coastal waters.

Indicator: Area or length of fluvial or estuarine habitat improvement. Target: To maintain, develop & improve salmon, freshwater fish & eel fisheries in freshwaters, estuaries & coastal waters.

Indicator: Ecological & chemical water quality & extent & condition of river buffer zones. Target: To maintain, develop & improve salmon, freshwater fish & eel fisheries in freshwaters, estuaries & coastal waters.

Indicator: No. & % (of total) new developments with wildlife friendly Sustainable Drainage Systems.

Objective To address the causes of climate change through reducing emissions & ensure that the borough is prepared for its impacts.


Indicator: Capacity during ‘critical periods’ to supply water without the need for additional restrictions. Problems & Constraints: Alternatively consideration could be given to sourcing data on aquifer recharge, extent to which new developments incorporate measures to assist rainwater infiltration.

Objective To maintain & improve the water quality of the region’s rivers & groundwater, & to achieve sustainable water resources management.


Indicator: % rivers in plan area whose biological/chemical quality is rated as ‘good’ or ‘fair’. Baseline: Aim to protect water quality in rivers, ditches & streams from pollution through integrated land use & development control activities. Target: Potential targets are EA river quality objectives.

Indicator: Quality & quantity of groundwater. Target: To maintain sufficient supply for essential services & environmental needs. Trends: Fall in 2003 south east groundwater levels. Problems & Constraints: Lack of local data.

Indicator: Household per capita consumption. Target: To stabilise per capita consumption. Trends: South east 2002/03 168 litres per day unmeasured & 145 litres measured. Problems & Constraints: Per capita consumption in the south east has grown by 3-5%.

Indicator: Water resource supply/demand balance. Trends: Oct 2004 to Mar 2006 was the driest 18 month Oct to Mar period on record. There is an increasing demand for water – more single occupant households & greater use of appliances like power showers & dishwashers.

Indicator: No. dwellings incorporating grey water/rainwater harvesting & other water efficiency measures.


103




Indicator: No. properties at risk from flooding. Baseline: For MVDC in 2004 1,559 properties. Target: To prevent all inappropriate development in the flood plain. Problems & Constraints: EA flood zones are subject to revision.

Indicator: No. new properties linked to sustainable drainage systems. Target: For new development applications to show that sustainable drainage has been considered & implemented if appropriate. Problems & Constraints: Requires monitoring arrangements, concern whether this can be done accurately from planning or building control sources.

Indicator: Area of land identified for flood storage purposes as part of CFMP considered for future revision. Problems & Constraints: EA CFMP indicates general locations but does not identify sites.



Indicator: % rivers in plan area whose biological quality is rated as ‘good’. Baseline: River Mole in 2007, at Dorking ‘fairly good’.

Indicator: % rivers in plan area whose chemical quality is rated as ‘good’. Baseline: River Mole in 2007, at Dorking ‘fairly good’.

Indicator: Quality of groundwater. Baseline: 85% of Sutton & East Surrey’s water supply comes from groundwater sources, in 2003 99.76% of tests complied with regulations. Target: To maintain sufficient supply for essential services & environmental needs. Trends: Fall in 2003 in SE groundwater levels.






Indicator: Household per capita consumption of water. Baseline: Average domestic household use is 700 litres per day. Target: To stabilise PCC of water at current levels. Trends: PCC In 2002/03 in SE has grown by 3-5% although it is now stabilising. Problems & Constraints: Data needs to be rechecked & revised.

Indicator: Water supply & demand balance.

Indicator: No. water meters installed. Target: To increase no. installed by 10% by 2006. Trends: Slow increase in no. households with metered water supply. Problems & Constraints: Data needs to be rechecked & revised.

Indicator: % new developments incorporating grey water collection.




Indicator: No. properties at risk from flooding. Target: To prevent all inappropriate development in the floodplain. Trends: The effects of climate change will increase the risk of flooding to properties.

Indicator: No. new properties linked to sustainable drainage systems.

Objective To maintain & improve the water quality of the region’s rivers & groundwater.


None given.



Indicator: Capacity during ‘critical periods’ to supply water without the need for restrictions. Target: For no homes or businesses to suffer water supply restrictions.


Objective To reduce the risk of flooding & the resulting detriment to public well-being, the economy & the environment.


Indicator: Properties at risk from flooding. Baseline: For RBC in 2006 8,298 residential properties & 605 commercial properties at risk of flooding.

Indicator: New development with sustainable drainage installed.

Objective To address the causes of climate change through reducing emissions & ensure that the South East is prepared for its impacts.


Indicator: Capacity during ‘critical periods’ to supply water without the need for restrictions.


104

Runnymede Borough Council (continued)

Objective To maintain & improve the water quality of the region’s rivers & coasts, & to achieve sustainable water resource management.


Indicator: Rivers of ‘good’ or ‘fair’ chemical or biological water quality. Trends: Neutral/unchanged.

Indicator: Compliance with EC Bathing Waters Directive. Trends: Positive.

Indicator: Per capita consumption of water. Trends: Positive.

Indicator: Incidents of major & significant water pollution. Baseline: For RBC no incidents of major or significant water pollution.




Indicator: No. properties at risk from flooding. Baseline: For SBC the figure is 1,502 dwellings. Target: To prevent all inappropriate development in the flood plain. Trends: The figure has increased after the release of the EA flood zones 2004 indicating a greater area at risk of flooding.

Indicator: No. properties linked to sustainable drainage systems. Target: For all new development applications to show that sustainable drainage has been considered & implemented if appropriate.



Indicator: Household per capita consumption of water. Target: To stabilise PCC of water at current levels. Trends: PCC in SE has grown by 3-5% although it is now stabilising.

Indicator: No. dwellings incorporating greywater/rainwater harvesting.

Objective To maintain & improve the water quality of the region’s rivers & groundwater.



Indicator: % rivers in plan area whose chemical quality is rated as ‘good’. Target:For sufficient supply for essential services & environmental needs. Trends: Fall in 2003, SE, groundwater levels.


Objective To reduce the risk of flooding.


Indicator: No. properties flooded per annum.

Indicator: No. planning permissions with sustainable drainage installed. Problems & Constraints: Not recorded. Projects difficult to categorise. Not mandatory under PPS25.

Objective To maintain & improve the quality of water resources.


Indicator: Biological/chemical quality of rivers & tributaries. Baseline: For SHBC in 2001 figure for chemical quality was 100% compliant. Target: For all inland & coastal waters to reach ‘good’ status by 2015.

Indicator: Effect of new development on the rate of surface water runoff.

Indicator: No. planning permissions with sustainable drainage systems.

Indicator: Groundwater quality.

Objective To encourage reduced water consumption.


Indicator: Water consumption per capita.




Indicator: No. properties at risk from flooding (Zones 2 & 3). Baseline: For TDC the figures are 695 properties within Flood Zone 3 & 1,314 properties within Flood Zone 2. Target: To prevent all inappropriate development in the flood plain. Problems & Constraints: Environment Agency flood zones are subject to revision and consequently you may not be comparing like with like.

Indicator: No. properties linked to sustainable drainage systems. Target: For all applications to show that sustainable drainage and flood defences have been considered if appropriate. Problems & Constraints: Requires setting up monitoring. Concern to whether this can be done accurately from planning applications or building control sources given latter is only partial (i.e. no NHBC information).

Indicator: Area of land identified for flood storage purposes as part of CFMP considered for future revision. Problems & Constraints: Environment Agency CFMP indicates general locations but does not identify sites. May not be developed into proposals – depends on funding & review by EA.


105

Tandridge District Council (continued)




Indicator: % rivers in plan area whose chemical quality is rated as ‘good’. Baseline: For TDC in 2007 River Eden at Haxted Mill graded ‘D’ (‘fair’ quality).

Indicator: Quality of groundwater. Baseline: For TDC area, 85% of Sutton & East Surrey’s water supply comes from groundwater sources. In 2003 21,112 tests were carried out & 99.76% of these tests complied with regulations. Target: Sufficient supply for essential services & environmental needs.



Indicator: Capacity during ‘critical periods’ to supply water without the need for restrictions. Baseline: For TDC area, Sutton & East Surrey Water implemented a hose pipe ban in 2005 & 2006. Target: For no homes or businesses to suffer water supply restrictions.



Indicator: Household per capita consumption of water. Target: To stabilise PCC of water at current (2002/03) levels. Trends: PCC in SE has grown by 3-5% although it is now stabilising.

Indicator: Water supply & demand balance. Problems & Constraints: EA have only published a graph & no figures are available.

Indicator: No. water meters installed. Baseline: For TDC in Jan 2005, there had been 626 meters installed since April 2002. Target: To increase no. installed by 10% by 2006.

Indicator: % new developments incorporating grey water collection.


Objective To reduce vulnerability to the impacts of climate change, especially flooding.


Indicator: No. properties located within flood zone 2 or flood zone 3 (target – no new development on undeveloped land at high risk of flooding).

Indicator: No. planning permissions granted contrary to Environment Agency advice.

Indicator: Sustainable drainage systems installed.


Objective Reduce the risk of flooding & the resulting detriment of public well-being, the economy & the environment.


Indicator: Amount of development permitted in the floodplain against the advice of the EA. Baseline: For WoBC no development permitted in floodplain against EA advice on flood defence or water quality grounds since adoption of the Local Plan in 1999.

Indicator: No. planning applications for new residential & commercial development incorporating a sustainable drainage system. Baseline: For WoBC in 2007/08 the figure was 29%. Target: PPS25 requires LDF to reduce flood risk & consequences of flooding through new development. Trends: Code for Sustainable Homes & BREEAM standards & WoBC Climate Neutral Development Guidance encourage application of SuDS in new development. Application appears to be erratic.

Objective Reduce the causes of climate change & prepare for its impacts.


Indicator: Capacity during ‘critical periods’ to supply water without need for restrictions. Trends: Three Valleys Water reports water supply problems not expected if new reservoir in Oxfordshire completed.

Objective Maintain & improve the water quality of the region’s rivers & groundwater, & achieve sustainable water resources management.


Indicator: Rivers of ‘good’ or ‘fair’ chemical quality; Rivers of ‘good’ or ‘fair’ biological quality. Baseline: For WoBC in 2004, 85.9% of rivers of good chemical quality, 14.1% of fair chemical quality, 72.5% of good biological quality, & 27.5% of fair biological quality. Target: By 2005 for 91% of river length to comply with EA River Quality Objectives. Trends: Data suggests improvement required. Problems & Constraints: Advice from Defra or EA required re. accuracy & continuing availability of data, clarification of current objective & an updated target.

Indicator: Consumption of water. Baseline: For WoBC, non-metered figure is 177 litres per person per day, & metered figure is 143 litres. Woking consumes approximately 21 million litres of water per day. Target: Reduce consumption to 130 litres per person per day. Trends: Water consumption is very high.

Indicator: Incidents of major & significant water pollution. Baseline: For WoBC in 2004-07, no Category 1 or 2 incidents. Target: By 2007, achieve 12% reduction in Category 1 or 2 pollution incidents from all sectors. Trends: Thames region saw overall 1% increase in water pollution incidents between 2004 & 2007, but category 1 incidents dropped from 19 to 11 & category 2 incidents dropped from 79 to 53.

Indicator: No. new dwellings incorporating greywater systems/rainwater harvesting. Problems & Constraints: Water consumption is an element of the Code for Sustainable Homes.

Indicator: Pressure on water resources. Trends: Three Valleys Water reports that water supply is not expected to be a problem if a new reservoir in Oxfordshire is completed.


106

3.6.2.1 Surface water

The rivers of Surrey are, in general, of very good, good or fairly good quality for both chemical and biological water quality, but there are some short stretches that are of fair or poor quality. There is one stretch of river, a section of Burstow Stream between the sewage treatment works and the River Mole, which has been assessed as being of poor quality for both chemical and biological criteria. Objectives have been set for the chemical quality of all stretches of river in England and Wales. A total of 341.6 kilometres of rivers within Surrey (30% of the total length of rivers in the county excluding the borough of Epsom and Ewell) achieved compliance with the relevant chemical river quality target in 2002

(31). Marginal compliance with the chemical river quality targets was observed for 76.5 kilometres

of the county’s rivers, and only 11 kilometres of river failed significantly in 2002 (32)

.

3.6.2.2 Groundwater

Water resources are finite, and in the South East of England it is likely that major investment in new water storage facilities will be required to meet future demand. Coupled with the uncertainty over future seasonal fluctuations in supply associated with climate change, the need to husband limited resources against future needs suggests a precautionary approach to water management should be adopted. Ground and surface water resources need to be protected from over-abstraction and pollution to ensure that they remain available for use both today and into the future. In the UK, 75% of abstracted groundwater is used for drinking: demand and pressure is particularly intense in the South East of England. Groundwater is susceptible to pollution from point sources (e.g. leachate from landfill sites, effluent from industrial sites, etc.) and diffuse sources (e.g. runoff from fields that have been treated with chemical fertilisers, etc.), and is difficult to clean because of its slow recharge and circulation rates. Water that enters an aquifer remains there for an average of 1,400 years, compared to only 16 days for rivers. The quality of groundwater in the Thames region (which includes Surrey) is generally good. There is, however, a contamination issue in that nitrate is often found in groundwater at concentrations exceeding the drinking water limit as established by European law

(33). Although agriculture is believed

to be the major source of nitrate in groundwater, other potential sources include waste (e.g. via old landfills, septic tanks and leaking sewers), contaminated land sites and atmospheric emissions from vehicles and energy production plants (i.e. power stations).

3.6.2.3 Potable water supply

Demand for water is high across the South East of England, although the growth in demand that had been observed over the course of the 1990s appeared to be stabilising in 2003. The supply of water to Surrey is handled by three water companies – Sutton & East Surrey Water, Thames Water and Three Valleys Water – whose areas do not coincide with the boundaries of the county. Estimates of average household water consumption produced by the three water companies that supply Surrey residents for the period between 1999 and 2004 indicate a growth in demand for water in the area that includes the county. Averages of the water consumption estimates produced by the three companies indicate that demand has grown from 149 litres per person per day in 1999/2000 to 154 litres per person per day in 2003/04

(34).

3.6.2.4 Flood risk & flood management A number of main rivers arise in or traverse parts of the county of Surrey, including the River Thames, the River Wey, the Blackwater River, the River Mole, the Addlestone Bourne, the River Colne and the River Rythe. Those rivers have areas of fluvial flood risk associated with them that have been mapped and modelled by the Environment Agency as the basis for predicting the likely risk of future fluvial flood events. Areas of fluvial flood risk are categorised according to the likely return period of a particular level of flooding, areas within Zone 3 (more frequent than a 1 in 100 year return period) are

31

Environment Agency, 2001. 32

Ibid. 33

The European Commission’s Directive on Drinking Water (98/83/EC) 34

Security of Supply Leakage & the Efficient Use of Water 2003-2004 Report. 2004. OFWAT.


107

subject to the greatest risk of fluvial flooding, and those in Zone 1 (less frequent than a 1 in 1,000 year return period) are subject to the least risk of fluvial flooding. Rivers are not the only potential source of flooding, and for the road network local topography, storm drainage capacity and the impermeability of road surfaces can give rise to localised flooding, particularly during periods of intense rainfall.

3.6.3 Key issues & challenges for the water resources & management receptor in Surrey

The projected impacts of climate change for the South East of England, coupled with a growing population, would have a range of implications for the freshwater environment and water resources. If average temperatures were to increase in the projected range, and summers to become hotter and drier the region’s water resources and freshwater environments would be placed at risk of adverse effect due to scarcity of the resource coinciding with a likely increase in demand from the human population. High demand in periods of hot weather coupled with restricted availability of surface water supplies could also adversely affect groundwaters and aquifers, the depletion of which would, in turn adversely affect the base-flows of rivers and streams. In the event of the projected scenario of warmer and wetter winters being realised, the likely surfeit of incident rainfall could result in a rise in the risks of flooding from fluvial sources and from non-fluvial sources (i.e. surface water runoff during periods of heavy rain). The highways network could be particularly susceptible to the adverse impacts of increased flood risk, as roads and associated infrastructure can be easily undermined and rendered unsuitable for use by the damage that can be caused by flooding (e.g. undermining the footings and foundations of roads and bridges).

3.6.4 Impact pathways for the water resources & management receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts or effects on the water resources and management receptor. Impact Pathway WRM1: Impacts on the flow of water & the functioning of floodplains

The further development of the transport network and provision of additional related infrastructure could, dependent on location, result in changes in the flows of surface and ground waters and could interfere with the extent and functioning of fluvial floodplains. The scale and extent of any adverse effects would depend on the location of any new development, the characteristics of the area affected (i.e. new facilities should not be located within areas of land subject to a high (less than a 1 in 100 year return period) risk of fluvial flooding), and the types of materials used (i.e. use of semi-permeable materials in parking areas to allow water to infiltrate the ground). Impact Pathway WRM2: Impacts on water quality

The continued use of the transport network and the management of surface water runoff, particularly during intense pluvial events, could result in pollution of the water environment. The scale and extent of any adverse effects on the surface and ground water environments would depend on the capacity of the transport network’s drainage systems to cope with the runoff generated by the network. Impact Pathway WRM3: Demand for water resources

The further development and continued maintenance of the transport network and associated infrastructure would involve activities that would create demand for water. The extent of demand for


108

water would depend on the type of development or maintenance activities being pursued (i.e. water is used in the production of cement and concrete). The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the water resources and management receptor.

3.6.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the water resources & management receptor


3.6.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on water resources & management


Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to demand for water resources. The Accessibility Strategy is not considered to have the potential to significantly affect the Water Resources & Management receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.6.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on water resources & management




Other Measures (including land use measures): (1)Encourage boroughs & districts to consider adopting minimum emissions standards or vehicle age restrictions into taxi licensing procedures; (2)Working with partners to consider air quality issues in identification of appropriate developer-


109

funded mitigation schemes; (3)Working with partners to consider air quality issues in the local development framework process in respect of the location & type of development, & the need for local infrastructure improvements & controls; (4)Working with partners to consider air quality issues in providing guidance on parking provision.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Air Quality Strategy’s objectives. Those include seven separate Infrastructure Measures, six separate Management of Infrastructure Measures, seven separate Promotional & Behavioural Measures, and one Pricing Measure. Details of all the measures, main and secondary that will contribute to implementation of the Air Quality Strategy are given in Section 2.2.2 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to demand for water resources. The Air Quality Strategy is not considered to have the potential to significantly affect the Water Resources & Management receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.6.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on water resources & management






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report.


110

Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to demand for water resources. The Congestion Strategy is not considered to have the potential to significantly affect the Water Resources & Management receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.6.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on water resources & management




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Cycling Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to demand for water resources. The potential for the Cycling Strategy to impact upon the Water Resources & Management receptor will be covered in the SEA for the new Surrey Transport Plan.

3.6.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on water resources & management



Management of Infrastructure Measures: (1)Collaborative working with the freight industry & other authorities; (2)Construction logistics planning; (3)Developing a preferred lorry route network for


111

satellite navigation applications, including information on driver rest facilities; (4)Freight delivery & services planning; (5)Freight Quality Partnerships; (6)Loading/unloading bay provision; (7)Lorry incident reporting system; (8)Monitor local lorry movements, working with local residents & elected members; (9)Positive lorry route signing; (10)Rail freight transport; (11)River freight transport.




Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to demand for water resources. The potential for the Freight Strategy to impact upon the Water Resources & Management receptor will be covered in the SEA for the new Surrey Transport Plan.

3.6.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on water resources & management






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure, and four Promotional & Behavioural Measures. Details of all the measures,


112

main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to demand for water resources. The Parking Strategy is not considered to have the potential to significantly affect the Water Resources & Management receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.6.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on water resources & management




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to demand for water resources. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Water Resources & Management receptor will be covered in the SEA for the new Surrey Transport Plan.


113

3.6.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on water resources & management




Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to demand for water resources. The Information Provision part of the Passenger Transport Strategy is not considered to have the potential to significantly affect the Water Resources & Management receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.6.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on water resources & management



Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to demand for water resources. The potential for the Rights of Way Improvement Plan to impact upon the Water Resources & Management receptor will be covered in the SEA for the new Surrey Transport Plan.


114

3.6.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on water resources & management





Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to demand for water resources. The Road Safety & Anti-Social Driving Strategy is not considered to have the potential to significantly affect the Water Resources & Management receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.6.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on water resources & management




115

Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to demand for water resources. The potential for the Surrey Transport Asset Management Plan to impact upon the Water Resources & Management receptor will be covered in the SEA for the new Surrey Transport Plan.

3.6.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on water resources & management





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to demand for water resources. The Transport Climate Change Strategy is not considered to have the potential to significantly affect the Water Resources & Management receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.


116

3.6.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on water resources & management




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure, and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on the flow of water or the functioning of flood plains. Impact Pathway WRM2: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to demand for water resources. The Travel Planning Strategy is not considered to have the potential to significantly affect the Water Resources & Management receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.6.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on water resources & management



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the scope for significant impacts on the Water Resources & Management receptor Impact Pathway WRM1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts on the flow of water or the functioning of flood plains.


117

Impact Pathway WRM2: The main measures proposed as the means of implementing the Walking Strategy would not have the potential to give rise to impacts on water quality. Impact Pathway WRM3: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to demand for water resources. The potential for the Walking Strategy to impact upon the Water Resources & Management receptor will be covered in the SEA for the new Surrey Transport Plan.

3.6.6 Outcomes of the scoping exercise for the water resources & management receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the water resources & management receptor for the following components of the Plan.

Cycling Strategy Rights of Way Improvement Plan



The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the water resources & management receptor and will not be assessed in the SEA for the new Surrey Transport Plan.

Accessibility Strategy Passenger Transport Strategy: Information



Parking Strategy Travel Planning Strategy

The assessment of the new Surrey Transport Plan for the water resources & management receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.6.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


118

3.7 The Built Environment Receptor

3.7.1 Definition of the built environment receptor The Built Environment receptor covers effects on the quality and character of the built environment in the maintenance and restoration of existing structures and the construction of new developments. The receptor covers the topic of ‘material assets’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The continued use, maintenance and further development of the transport network and associated infrastructure and management of traffic in Surrey could give rise to effects on the built environment as a consequence of the changes that would arise from such activities. The risks of impact would be avoidable (in that steps could be taken to minimise or eliminate adverse effects and to optimise beneficial effects) and reversible (in that alterations can be made to built infrastructure).

3.7.2 Baseline for the built environment in Surrey A review of the baseline data and information relevant to the built environment receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.7A. Table 3.7A: Review of District & Borough LDF SA baseline for the Built Environment receptor




Indicator: No. properties at risk from flooding (Zones 2 & 3). Baseline: In Elmbridge 12,500 properties are in Flood Zone 2 or 3. Target: To prevent all inappropriate development in the flood plain. Trends: The figure has increased after the release of the EA flood zones data for 2004, indicating a greater area at risk of flooding.

Indicator: No. planning permissions given contrary to Environment Agency advice. Baseline: For Elmbridge the figure for 2008 was zero.

Objective To improve the accessibility of all services & facilities.


Indicator: Proportion of (major) development located in accessible areas – sites of 5+ dwellings.

Objective To reduce road congestion & the need for travel.


Indicator: Proportion of new development incorporating maximum parking standards. Baseline: For Elmbridge in 2007/08, average for fully completed sites was 1.8 spaces per dwelling. Trends: This is a 0.2% increase on the last 2 years. This is above the 1.5 average that needs to be met in the borough.




Indicator: No. properties at risk from flooding .

Indicator: No. properties or households that have access to the Environment Agency’s flood warning service.

Objective Balancing the needs for employment & housing to reduce the need to travel.


Indicator: Area of employment sites lost to other uses.


Indicator: Housing completions.

Indicator: Proportion of major development located in accessible areas.



Indicator: Proportion of new development incorporating maximum parking standards.


119


Objective To reduce the risk of flooding & the resulting detriment to public well being, the economy & the environment.


Indicator: No. properties at risk from flooding. Baseline: EA identified 8,750 properties in the Thames Region SE Area in the floodplain & at risk from flooding. Target: For no development to be permitted in the floodplain against EA advice. Problems & Constraints: PPS 25 to be considered & the SFRA.

Indicator: No. buildings within the floodplain of the River Wey.



Indicator: % dwellings & commercial development built on previously developed land. Baseline: In 2005/06 100% of all dwellings approved were on PDL. Target: BVPI target for 2008/09 is 100%. Trends: Since 2001 GBC has exceeded its target of 97%.

Indicator: Average density on sites with 10 or more dwellings. Baseline: The average density on sites with 10 or more dwellings approved in 2005/06 is 84 dph. Target: To ensure average land density is between 30-50 dph. Trends: Increase in the density between 2004/05 (47 dph) & 2005/06 (84 dph).

Indicator: No. homes affected by subsidence.

Objective To provide for appropriate commercial development opportunities to meet the needs of the economy.


Indicator: Amount of commercial floor space lost/gained through planning permissions & completions for commercial development. Baseline: In 2005/06 46 planning applications for commercial development approved. Trends: In 2004/05 41 approvals.

Indicator: No. employment sites lost to other uses. Baseline: In 2005/06 9 approvals involving the loss of business, industrial or warehousing land. Trends: In 2004/05 13 approvals.




Indicator: No. properties at risk from flooding. Baseline: For MVDC in 2004 1,559 properties. Target: To prevent all inappropriate development in the flood plain. Problems & Constraints: EA flood zones are subject to revision.

Indicator: No. properties or households that have access to the Environment Agency’s flood warning system.



Indicator: No. granted planning permissions for commercial development. Baseline: For MVDC in Mar 2008 office (B1) 42,050 m

2 & industry/ storage (B1c/B2/B8) 19,450 m

2.

Indicator: The area of employment sites lost to other uses. Baseline: For MVDC in 2006/07 2.09ha.

Indicator: % vacant employment floorspace. Baseline: For MVDC in 2007/08, offices 7.4% & industry/storage 2.4%.

Indicator: Shop surveys (growth/change in floorspace use & vacancy rates).




Indicator: No. properties at risk from flooding. Target: To prevent all inappropriate development in the floodplain. Trends: The effects of climate change will increase the risk of flooding to properties.

Indicator: No. properties or households that have access to the EA’s flood warning system.

Objective To reduce road congestion & the need to travel.


Indicator: LA to have implemented a local parking management plan. Target: To have the plan implemented by 2006.




Indicator: The area of employment sites lost to other uses. Baseline: For RBBC 3 former industrial sites lost to residential development.


Objective To reduce the risk of flooding & the resulting detriment to public well-being, the economy & the environment.


Indicator: Properties at risk from flooding. Baseline: For RBC in 2006 8,298 residential properties & 605 commercial properties at risk of flooding.


120




Indicator: No. properties at risk from flooding. Baseline: For SBC the figure is 1,502 dwellings. Target: To prevent all inappropriate development in the flood plain. Trends: The figure has increased after the release of the EA flood zones 2004 indicating a greater area at risk of flooding.

Objective Provide for appropriate commercial development opportunities to meet the needs of the economy.



Indicator: Area of employment sites lost to other uses. Baseline: For SBC in 2003/04 the 1.35 ha.

Indicator: Total quantity of commercial floorspace.

Indicator: Total quantity of retail floorspace.


Objective To reduce the risk of flooding.


Indicator: No. properties flooded per annum.



Indicator: Amount of empty properties.

Objective To support existing economic & agricultural activity in rural areas.


Indicator: Vacant floorspace. Baseline: For SHBC in 2002/03 41,009 sq m.

Surrey Heath Borough Council (continued)

Objective To sustain & enhance the viability & vitality of town centres.


Indicator: Vacant floorspace. Baseline: For SHBC in 2002/03 41,009 sq m.




Indicator: No. properties at risk from flooding (Zones 2 & 3). Baseline: Figures for TDC, 695 properties in Flood Zone 3 & 1,314 in Flood Zone 2. Target: To prevent all inappropriate development in the flood plain. Problems & Constraints: EA flood zones subject to revision & may not be comparing like with like.

Indicator: No. properties or households that have access to the EA’s flood warning service. Baseline: For TDC, all residents are able to sign up to the EA Floodline Warning Direct.



Indicator: Proportion of new development incorporating maximum parking standards. Target: 100% (may be considered on a site by site basis). Problems & Constraints: Not currently monitored.



Indicator: No. granted planning permissions for commercial development. Baseline: Figures for TDC in 2007/08, 2,453 m

2.

Indicator: Area of employment sites lost to other uses. Baseline: Figure for TDC in 2007/08, 1.02 ha.

Indicator: % vacant employment floorspace. Baseline: Figure for TDC in 2000-01, 7%. Trends: 1999-2001 level remained stable. Problems & Constraints: No longer monitored at national or local level.




Indicator: Developments awarded Waverley design award.

Objective To reduce vulnerability to the impacts of climate change, especially flooding.


Indicator: No. properties located within flood zone 2 or flood zone 3 (target – no new development on undeveloped land at high risk of flooding).

Objective To encourage sustained economic growth


Indicator: Available business premises; employment statistics; vacancy rates of commercial property within town centres.

Objective To encourage efficient patterns of movement.


Indicator: % completed non-residential development complying with car parking standards.

Indicator: Amount of completed retail & leisure development & % in town centres.


121


Objective Reduce the risk of flooding & the resulting detriment of public well-being, the economy & the environment.


Indicator: No. properties alleviated from flood risk. Baseline: For WoBC, none to date. Target: PPS25 requires LDF to reduce flood risk & consequences of flooding through new development. Trends: Westfield Tip/Hoe Stream, 198 dwellings to be alleviated from flood risk, 2008 to 2013.

Objective Make the best use of previously developed land & existing buildings.


Indicator: Housing densities in urban areas. Baseline: Figure for WoBC in 2007-08, 250 dph in town centre, & 109 dph in district centres. Target: Minimum of 30 dph. Trends: Target being exceeded, in 2006-07 substantially. Problems & Constraints: Perhaps indicative of overprovision of 1 & 2 bedroom properties & raises the question of whether open space needs are being met.

Objective Provide a range of commercial development opportunities to meet the needs of the economy &, in particular, support & enhance the economies of town & local centres.


Indicator: Amount of commercial & industrial floorspace. Baseline: For WoBC in 2007, 408,000 m2 of

office space, 142,000 m2 of factory space & 104,000 m

2 of warehouse space. Problems & Constraints:

Data alone does not provide much information about trends or issues. The Employment Land Review will assist in this respect.

Indicator: Amount of vacant commercial & industrial floorspace. Baseline: Figure for WoBC in 2007, 16.5% vacancy. Trends: Vacancy rates have increased. Problems & Constraints: The Employment Land Review will provide more information about the circumstances & issues.

Indicator: Vacant floorspace in the town & village centres. Baseline: For WoBC in 2007 town centre vacancy is 8%, the rest of the urban area is 24% & the green belt is 5%. Trends: The data indicates that vacancy rates are high outside the town centre & the green belt.

3.7.2.1 Quality in the built environment

The quality of the built environment in terms of the design and positioning of buildings, infrastructure and amenity facilities influences the extent to which a place, irrespective of whether it is urban or rural, is perceived to be a pleasant and conducive setting in which to live or do business. Places need to be designed and built for people, providing a setting in which they can feel safe and secure, and that enable them to go about their daily lives with ease. Surrey is the most urbanised shire county in England, but is also perceived as a place the offers a good living environment

(35). The report

on urban capacity prepared as a background paper to the adopted Surrey Structure Plan indicated that 85% of dwellings within the county were located in urban areas

(36). The challenge for the future

development of the county will be to safeguard and enhance that perception, through the rigorous application of high quality and inclusive urban design principles. The quality of urban design and the built environment is not something that can be readily described through quantitative indicators. Good design will respect the character of an area, in terms of the historic built environment and the wider landscape in which the development will sit, and will be of a human scale. The ease with which all members of the community can access places and facilities is an important consideration, as is the extent to which development offers people the opportunity to enjoy green space within urban settings. Crime and the fear of crime are key considerations within the context of the built environment. The way in which individual buildings or entire developments are designed can significantly affect the perception of crime and the extent to which opportunities for criminal activity are created and realised. Determining whether a place constitutes an example of a good quality urban environment is best attempted through extensive consultation with the local community who live and work in the area concerned. The Government has identified, in its suite of sustainable development indicators, a number of issues that can be used to track and evaluate the quality of the built environment

(37). The quality of

surroundings should be evaluated in terms of the proportion of householders who say that there are

35

Community Survey, 2000, Surrey County Council 36

Surrey Urban Capacity Study, 2000, Surrey County Council 37

Quality of Life Counts: Indicators for a strategy for sustainable development for the United Kingdom – 2004 Update. 2004, National Statistics & Department of Environment, Food & Rural Affairs: London.


122

problems in their area. The accessibility of local green space should be examined in terms of the frequency of visits made without a car or the use of other transport.

3.7.2.2 Transport infrastructure & use

The pattern of land use, relative ease of access for those travelling by car, and general prosperity of Surrey result in high levels of car use. Surrey is well served in terms of transport infrastructure, with good access to the motorway and trunk road network (the M25, M3, M23 and A3) and to two of the UK’s major international airports at Heathrow and Gatwick. Although Surrey has a predominantly radial rail network with good connections to London it has less adequate connections for orbital movements. Much of the bus network is made up of relatively low frequency routes. These factors contribute to Surrey experiencing severe levels of congestion in most of the urban areas on a daily basis, particularly on the main approaches to town centres. Congestion arises when the level of traffic flow on a road exceeds, or approaches, the available capacity. Areas where congestion is monitored in close detail include: The motorway and primary route networks; The routes and junctions feeding the motorway and primary route networks; The town centres, especially at junctions; The approaches to towns and urban areas, on routes and at junctions. Congestion along the strategic network also encourages traffic to divert off the motorways and primary route network onto less suitable county roads, exacerbating environmental and safety problems. The level of congestion within Surrey has been monitored using the Surrey County Transportation Model (38)

. Congestion mainly occurs during the morning peak, between 8.00 am and 09.00 am, and during the afternoon peak, between 5.00 pm and 6.00 pm, those being the times at which most people travel to and from places of work and schools. In 2000 traffic flows on A roads in the county averaged about 22,600 vehicles per day compared with the average national figure of 12,000 vehicles per day. In the same year annual average daily flow levels for traffic on motorways in Surrey stood at 133,200 vehicles per day, or 195% of average national levels. The second Local Transport Plan (2006 to 2011) for Surrey aimed to bring traffic down to 1998 levels by 2016. In 2003, levels had already risen 3% above 1998 levels for the county as a whole. From 1993 to 2003, there has been 27.5% growth in traffic along Surrey’s motorways, and between 2002 and 2003 alone Surrey experienced 0.7% growth in traffic along its motorways. That increase, however, is less than half the percentage traffic growth (1.8%) experienced between 2001 to 2002. the county’s ‘A’ and ‘B’ Roads, in comparison, have experienced lower growth, during the last decade, with only minor variations from year to year. The minor rural roads of Surrey have experienced the greatest increase in traffic, at double the average for all roads in England, and have consequently begun to exhibit greater levels of deterioration than might ordinarily have the potential for such roads.

3.7.3 Key issues & challenges for the built environment receptor in Surrey Surrey is densely populated and the trend of population growth is expected to continue, which will result in increased demands for housing, employment space and supporting social and community infrastructure (e.g. schools, hospitals and health centres, retail provision, etc.). The desire of the community to safeguard the Green Belt and the wider countryside is likely to increase development pressure within existing settlements and urban areas in the county. Car ownership in the county is higher than the national average, at 0.72 cars per person, and the road network is extensively used for private and business travel, and to move significant volumes of freight. The type of freight moved, the need to safeguard the rail network for passenger services, and the lack of interchange facilities limits the scope for moving freight by rail. Consequently the volume of traffic that makes use of the existing road network and which passes through the towns and villages of the county is high, which can have adverse impacts on the condition of buildings and structures, and on the existing transport infrastructure.

38

Surrey County Council, Transport Studies and Modelling Group


123


124

3.7.4 Impact pathways for the built environment receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts or effects on the built environment receptor. Impact Pathway BE1: Quality of design in new development

The maintenance and further development of the transport network and associated infrastructure could have effects on the quality of the built environment from a design and aesthetics perspective. The scale and extent of any effects would depend on the location, nature and scale of any new transport related development or maintenance works and the characteristics of the affected area. Impact Pathway BE2: Impacts on built structures

The built environment is subject to change over time and needs to be regularly maintained and improved in order to retain its functionality, and can be adversely affected by the deposition of chemicals arising from vehicle emissions and by vibration caused by the transit of heavy goods vehicles. The scale and extent of any effects would depend on the impact that measures brought forward under the new Surrey Transport Plan had on the maintenance and further improvement of the existing highway network and associated infrastructure, and on traffic volume and composition (i.e. a reduction in the volume of traffic could be beneficial to local air quality and consequently to the built environment of the area). Impact Pathway BE3: Impacts of the ambience of settlements

The management of the transport network could have effects on the ambience of the built environment as a consequence of effects on the density of traffic, particularly in urban areas, and the incidence of traffic related disturbance (i.e. noise). Where the measures and initiatives brought forward under the Plan work to reduce the incidence and severity of congestion on the road network in Surrey, and particularly in settled areas, the impact on the built environment could be beneficial in terms of both ambience and accessibility. The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the built environment receptor.

3.7.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the built environment receptor

The Surrey Transport Plan will be composed of a number of different strategies, and a range of different implementation programmes, that in combination will respond to the vision and objectives that have been identified for the future management of transport provision and infrastructure in the county.

3.7.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on the built environment


Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report.


125

Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on the ambience of settlements. The Accessibility Strategy is not considered to have the potential to significantly affect the Built Environment receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.7.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on the built environment





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Air Quality Strategy’s objectives. Those include seven separate Infrastructure Measures, six separate Management of Infrastructure Measures, seven separate Promotional & Behavioural Measures, and one Pricing Measure. Details of all the measures, main and secondary that will contribute to implementation of the Air Quality Strategy are given in Section 2.2.2 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on the ambience of settlements. The Air Quality Strategy is not considered to have the potential to significantly affect the Built Environment receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.7.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on the built environment




126




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Congestion Strategy would have the potential to give rise to impacts on the ambience of settlements. The potential for the Congestion Strategy to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on the built environment




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Cycling Strategy would not have the potential to give rise to impacts on existing built structures.


127

Impact Pathway BE3: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to impacts on the ambience of settlements. The potential for the Cycling Strategy to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on the built environment







Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to impacts on the ambience of settlements. The potential for the Freight Strategy to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on the built environment




128




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Parking Strategy would have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Parking Strategy would have the potential to give rise to impacts on the ambience of settlements. The potential for the Parking Strategy to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on the built environment




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts on existing built structures.


129

Impact Pathway BE3: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts on the ambience of settlements. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on the built environment




Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on the ambience of settlements. The potential for the Information Provision part of the Passenger Transport Strategy to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on the built environment



Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to impacts on the ambience of settlements.


130

The potential for the Rights of Way Improvement Plan to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on the built environment





Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would have the potential to give rise to impacts on the ambience of settlements. The potential for the Road Safety & Anti-Social Driving Strategy to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on the built environment




131

Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would not have the potential to give rise to impacts on the ambience of settlements. The potential for the Surrey Transport Asset Management Plan to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on the built environment





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on the ambience of settlements. The Transport Climate Change Strategy is not considered to have the potential to significantly affect the Built Environment receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.


132

3.7.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on the built environment




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure, and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on existing built structures. Impact Pathway BE3: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on the ambience of settlements. The Travel Planning Strategy is not considered to have the potential to significantly affect the Built Environment receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.7.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on the built environment



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the scope for significant impacts on the Built Environment receptor Impact Pathway BE1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts on the quality of design. Impact Pathway BE2: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts on existing built structures.


133

Impact Pathway BE3: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts on the ambience of settlements. The potential for the Walking Strategy to impact upon the Built Environment receptor will be covered in the SEA for the new Surrey Transport Plan.

3.7.6 Outcomes of the scoping exercise for the built environment receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the built environment receptor for the following components of the Plan.

Congestion Strategy Rights of Way Improvement Plan

Cycling Strategy Road Safety & Anti-Social Driving Strategy



Passenger Transport Strategy: Local Bus

The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the built environment receptor and will not be assessed in the SEA for the new Surrey Transport Plan.

Accessibility Strategy Transport Climate Change Strategy

Air Quality Strategy Travel Planning Strategy

Passenger Transport Strategy: Information

The assessment of the new Surrey Transport Plan for the built environment receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.7.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


134

3.8 The Historic Environment & Archaeology Receptor

3.8.1 Definition of the historic environment & archaeology receptor The Historic Environment & Archaeology receptor covers effects on the historic environment in terms of archaeological assets (both known and unknown) and sites, structures and features of historic significance and value. The receptor covers the topic of ‘cultural heritage including architectural and archaeological heritage’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The risks to the historic environment and archaeology receptor directly associated with the continued use of the transport network in Surrey could arise as a consequence of works undertaken to maintain existing and to construct new infrastructure. The risks would be avoidable (in that steps could be taken to reduce the risks of adverse effects on heritage and archaeological assets) but if realised could result in irreversible impacts (in that once destroyed archaeological assets cannot be replaced or restored). The historic environment and archaeology receptor would be moderately sensitive to the effects of transport related activities.

3.8.2 Baseline for the historic environment & archaeology in Surrey A review of the baseline data and information relevant to the historic environment and archaeology receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.8A. Table 3.8A: Review of District & Borough LDF SA baselines for the Historic Environment &

Archaeology receptor


Objective To protect & enhance the natural, archaeological & historic environments & cultural assets.


Indicator: No. Listed Buildings, ancient monuments & Conservation Areas. Baseline: In 2007/08, 8 Grade I LBs, 24 Grade II* LBs, 743 Grade II LBs, 6 Ancient Monuments, & 24 Conservation Areas. Target: No reduction in these numbers.

Indicator: Proportion of statutory Listed Buildings at risk. Baseline: In 2008,1 Grade II* LB at risk. Target: No statutory Listed Buildings at risk.

Indicator: Proportion of statutory Listed Buildings demolished or removed from the list owing to approved or unauthorised alterations. Baseline: In 2008, the figure was zero.

Indicator: No. statutory Listed Buildings demolished. Baseline: In 2008, the figure was zero. Target: For this figure to remain at zero.

Indicator: Proportion of Scheduled Ancient Monuments at risk. Baseline: In 2008, the figure was zero. Target: For this figure to remain at zero.

Indicator: No. sites of archaeological importance. Baseline: 91 Areas of High Archaeological Potential.

Indicator: Proportion of Conservation Areas with an appraisal that has been reviewed within the previous 5 years. Baseline: There are 7 CAs. Target: To work through the agreed list of priority areas.




Indicator: No. Listed Buildings, ancient monuments & Conservation Areas (CAs).

Indicator: Proportion of statutory Listed Buildings at risk.

Indicator: Proportion of statutory Listed Buildings demolished or removed from the list owing to approved or unauthorised alterations.

Indicator: Proportion of scheduled ancient monuments at risk.

Indicator: Proportion of potential archaeological sites where acceptable assessment took place & proportion where archaeological recording took place to a satisfactory standard having been required.

Indicator: Proportion of CAs with an appraisal that has been reviewed within the previous 5 years.

Indicator: No. unauthorised works undertaken within CAs in previous 4 years that have been enforced against.

Indicator: No. properties open to the public on heritage open days.


135


Objective To protect & enhance, & where appropriate make accessible for enjoyment the natural, archaeological & historic environments & cultural assets of Guildford, for the benefit of both residents & visitors.


Indicator: No. Listed Buildings (statutory & locally listed), historic parks & gardens, Areas of High Archaeological Potential & Scheduled Ancient Monuments. Baseline: 1,070 LBs, 261 locally LBs & other structures, including 21 SAMs, 178 AHAPs. Target: To protect AMs & LBs in accordance with PPG15 & PPG16.

Indicator: No. Conservation Area appraisals completed per year. Baseline: 38 CAs. Trends: 7 appraisals completed. Problems & Constraints: No. CA appraisals completed will depend on resource availability & extent to which up to date appraisals are already in place for some CAs.

Indicator: No./% total no. statutory listed buildings at risk. Baseline: 9 LBs at risk. Target: To decrease no. LBs at risk. Problems & Constraints: The latest Buildings at Risk Register is 2004.

Indicator: No./% total no. statutory listed buildings demolished or removed from the list owing to approved or unauthorised alterations.

Indicator: No./% total no. SAMs at risk/lost or damaged. Baseline: 1 SAM. Target: 0%. Problems & Constraints: Influence that the planning system can have is limited as these are not within LA control.

Indicator: No. properties open to the public on heritage open days. Baseline: 60 buildings in total. Target: To increase access to the historic environment for all.

Indicator: Proportion of planning applications with identified potential archaeological impacts, where acceptable archaeological assessment &/or mitigation occurred. Target: 100%.




Indicator: No. Listed Buildings, Ancient Monuments & Conservation Areas. Baseline: In 2004, 6 Grade I LBs, 43 Grade II* LBs, 943 Grade II LBs, 27 AMs, 28 CAs. Target: No reduction in these numbers.

Indicator: Proportion of statutory Listed Buildings at risk. Baseline: In 2007, 2 LBs. Target: Reduce figure. Trends: No. at risk is declining. Problems & Constraints: Require a proper risk survey of all LBs.

Indicator: Proportion of statutory Listed Buildings demolished or removed from the list owing to approved or unauthorised alterations. Baseline: In 2007, zero. Target: Figure to remain at zero.

Indicator: Proportion of AMs at risk. Baseline: 1 out of 27 (3.7%) AMs. Problems & Constraints: May not be within LPA control. Some AMs at risk due to management rather than through development.

Indicator: Proportion of Conservation Areas with an appraisal that has been reviewed within the previous 5 years. Baseline: 3 out of 28 CAs. Target: For 4 to be completed each year from 2006. Problems & Constraints: Dependent on additional resources through planning delivery grant.

Indicator: No. unauthorised works undertaken within Conservation Areas in the previous 4 years that have been enforced against.




Indicator: No. Listed Buildings, Ancient Monuments & Conservation Areas. Baseline: In 2008, 5 Grade I LBs, 18 Grade II* LBs, 427 Grade II LBs, 526 Local List LBs, 21 AMs, & 17 CAs. Target: No reduction in these no.s & upgrade/add where appropriate. Trends: Large increases not anticipated, additions continue to occur as part of DC process. Problems & Constraints: Additions are resource intensive.

Indicator: Proportion of statutory LBs at risk. Baseline: In 2008, no Grade I or Grade II* LBs at risk & 2.3% of Grade II LBs at risk. Target: Reduce figure. Trends: Continued reduction. Problems & Constraints: Removal of Historic Buildings Grant Fund.

Indicator: Proportion of statutory LBs demolished or removed from the list owing to approved or unauthorised alterations. Baseline: In 2008, zero. Target: Figure to remain at zero. Trends: Rigorous enforcement ensures standard of LBs maintained. Problems & Constraints: Lack of Historic Buildings Grant for appropriate maintenance.

Indicator: Proportion of AMs at risk. Baseline: In May 2005, 2 AMs. Target: To persuade owners to make repairs. Trends: Lack of local powers is problematic & lack of grant fund makes influence difficult.

Indicator: Proportion of potential archaeological sites where acceptable archaeological assessment/ recording took place. Target: For investigation & recording targets to be 100%.

Indicator: Proportion of CAs with an appraisal that has been reviewed within the previous 5 years. Baseline: 3 in progress. Target: For 1 to be undertaken per year. Trends: 1 per year. Problems & Constraints: Additional funding for map preparation needed. Conservation assistant post lost.

Indicator: No. unauthorised works undertaken within CAs in previous 4 years that have been enforced against. Target: To investigate all breaches & take action where expedient. To monitor quality of area on regular basis. Trends: Breaches at a very low level due to rigorous enforcement. Problems & Constraints: The absence of a Historic Buildings Grant Fund slows progress in remedying cases.

Indicator: No. properties open to the public on heritage open days. Target: To maintain current levels.


136


Objective To protect, enhance & make accessible for enjoyment, the region’s countryside & historic environment.


Indicator: % buildings of Grade I & II at risk of decay. Baseline: For RBC in 2007 there were no buildings at risk. Trends: Neutral/unchanged


Objective To protect & enhance the natural, archaeological & historic environments.


Indicator: No. Listed Buildings, Ancient Monuments & Conservation Areas. Target: No reduction in current no.s.

Indicator: Statutory Listed Buildings at risk. Baseline: In 2004, 1 LB at risk. Target: See figure reduced.

Indicator: Statutory Listed Buildings demolished. Baseline: For 2002-2004, zero. Target: Figure to remain at zero.

Indicator: Proportion of Ancient Monuments damaged by unlawful works.

Indicator: No. properties open to the public on heritage open days. Baseline: In 2004, zero. Target: To increase from zero.

Indicator: Proportion of planning applications with potential archaeological impacts where acceptable assessment &/or mitigation occurred.


Objective To protect & where appropriate enhance the landscape, buildings, sites & features of archaeological, historical or architectural interest & their settings.


Indicator: No. Listed Buildings, Ancient Monuments & Conservation Areas. Baseline: In 2004, 175 LBs, 4 AMs & 9 CAs.

Indicator: Statutory Listed Buildings at risk. Baseline: Between 2002 & 2004, none.

Indicator: No. statutory Listed Buildings demolished. Baseline: Between 2002 & 2004, none.

Indicator: Ancient Monuments at risk. Baseline: Between 2002 & 2004 no AMs at risk.




Indicator: No. Listed Buildings, Ancient Monuments & Conservation Areas. Baseline: In 2009, 20 Grade I LBs, 52 Grade II* LBs, 524 Grade II LBs, 20 AMs & 19 CAs. Target: No reduction in these numbers.

Indicator: Proportion of statutory Listed Buildings at risk. Baseline: In 2009, 1 LB at risk. Target: Reduce figure. Trends: The no. at risk is declining.

Indicator: Proportion of statutory Listed Buildings demolished or removed from the list owing to approved or unauthorised alterations. Baseline: For 2000-2009, zero. Target: Figure to remain at zero.

Indicator: Proportion of Ancient Monuments damaged by unlawful works. Problems & Constraints: Not within LPA control.

Indicator: Proportion of planning applications with identified potential archaeological impact, where acceptable archaeological assessment &/or mitigation occurred.

Indicator: Proportion of Conservation Areas with an appraisal that has been reviewed within the previous 5 years. Baseline: 18 CAs, 1 appraisal carried out in 2002.

Indicator: No. unauthorised works undertaken within Conservation Areas in previous 4 years that have been enforced against.




Indicator: No. Listed Buildings deemed to be at risk.

Indicator: Additional Listed Buildings.

Indicator: No. & area of designated Conservation Areas.

Indicator: Loss or damage through development to designated sites & buildings of international, national & county heritage importance.

Objective To conserve & enhance the historic environment.


Indicator: No. Ancient Monuments, historic parks & gardens, heritage features & sites of archaeological importance.


137


Objective Protect, enhance & where appropriate make accessible for the enjoyment the natural, archaeological & historic environments & cultural assets & landscapes of Woking.


Indicator: No. Listed Buildings, locally listed buildings, Ancient Monuments & Conservation Areas. Baseline: In Feb 2008, 4 Grade I LBs, 10 Grade II* LBs, 165 Grade II LBs, 330 locally listed buildings & 5 AMs. Trends: Between 1999 & 2008 an increase of 21 LBs in the borough, 18 of which are tombs.

Indicator: No. Conservation Area character appraisals. Baseline: In 2005-06, 6 new appraisals, 5 of 25 appraisals up to date in 2006-07, & 0 new appraisal in 2007-08. Trends: Only 5 less than 5 years old

Indicator: No. Listed Buildings & Ancient Monuments at risk of decay. Baseline: In 2008, 0 buildings on the At Risk Register. Trends: All at risk buildings have been removed from the Register.

Indicator: No. properties open to the public on heritage days. Baseline: In 2008, 13. Trends: Steady increase in no. properties open to the public on heritage days.

Indicator: Historic landscapes. Baseline: No historic landscapes designated in the borough.

Indicator: No. sites in areas of high archaeological potential where development takes place without prior assessment. Baseline: In 2007-08, no development took place without prior assessment. Target: For archaeological factors to be taken fully into account. Trends: Planning policy appears to be providing appropriate control.

3.8.2.1 Archaeology

The only source of evidence for the great majority of Surrey’s past, and particularly that, which predates recorded history, comes from archaeology. The archaeology of an area can give insights into the past social and cultural life of an area that could not be achieved with documentary records and evidence alone. The archaeological asset base is a fragile and finite one, as sites cannot be restored or replaced once they have been damaged or destroyed. Archaeological information takes myriad forms, which can be easily lost if disturbed without careful prior recording. For example, buried sites, which can be little more than marks or layers in the soil and are easily lost if disturbed, account for much of the archaeological record. Even larger features and structures, such as banks and ditches or buildings and monuments can be damaged or destroyed with relative ease. Protection of the archaeological asset base has been pursued in Surrey by means of the planning system through the identification and designation of archaeologically important sites. At present there are more than 1,000 designations of County Sites of Archaeological Importance or Sites and Areas of High Archaeological Potential within Surrey

(39).

Surrey is also host to 150 Scheduled Ancient Monuments, which have been recognised as being of national importance and designated for protection under the terms of the Ancient Monuments & Archaeological Areas Act 1979

(40). More sites and monuments within the county are in the process of

being scheduled as part of English Heritage’s Monument Protection Programme.

3.8.2.2 The built heritage

The character of the built heritage of Surrey can be appreciated and described in terms of both the tangible (e.g. the appearance, layout and arrangement of buildings) and the intangible (e.g. the influence of the uses to which the buildings are put and the activities that go on in and around them). The character of an individual building or an area can be enhanced by the consistency and coherence of its setting. All these factors are susceptible to change, and all are necessary if the significance and intrinsic value of the built heritage is to be understood and appreciated. The built historic environment of Surrey is characterised by great variety and good quality. The county hosts more than 8,000 statutorily Listed Buildings many of which are considered to be of national importance

(41). The county’s Listed Buildings include examples of churches and country houses,

buildings that typify the local vernacular style, dwellings and buildings used for agriculture, industry, transport or commerce, and the work of architects of international renown and innovative inclination.

39

Surrey’s Heritage Strategy, Surrey County Council, 2001 40

Ibid. 41

Ibid.


138

The Planning Listed Buildings & Conservation Areas Act gives local authorities the power to designate whole areas within cities, towns and villages for protection on the grounds of their historic character. Within Surrey there are more than 220 Conservation Areas examples of which include the town centres of Guildford, Dorking and Epsom, and villages such as Chobham, Ockley and Thursley

(42).

3.8.2.3 The historic landscape

A great deal of the countryside of Surrey has been shaped by the actions of human society over a period of time that spans millennia. The historic landscape is an important part of the wider historic environment, and is as susceptible to damage and loss as the archaeological and built heritage. The historic landscape of Surrey is diverse, but it is possible to identify a number of key elements and features, including woodlands, heathlands, downlands, water meadows, hedgerows, farmsteads and farm buildings, rivers and watercourses, and historic parks and gardens. The majority of these aspects of the historic landscape are not subject to statutory protection, although features such as woodland, heathland, downland, water meadows, and rivers may be protected by reason of their value for nature conservation

(43).

Two forms of designation that do afford a degree of protection to the historic landscape on heritage grounds are the Register of Historic Parks & Gardens, and Areas of Special Historic Landscape Value. Surrey is host to many historic parks and gardens, of which 32 are listed on the Register

(44).

3.8.3 Key issues & challenges for the historic environment & archaeology receptor in Surrey

Surrey has a diverse historic heritage, in terms of buildings, archaeology and landscapes. There is scope for the development and use of new infrastructure to adversely affect the historic environment, through the effects of vibration on structural integrity and the impacts that the deposition of chemicals can have on the fabric of buildings. Surrey is densely populated and the trend of population growth is expected to continue, which will result in increased demands for housing, employment space and supporting social and community infrastructure (e.g. schools, hospitals and health centres, retail provision, etc.). The demand for development land will place the county’s historic heritage assets at increased risk of disturbance, damage and loss. In the event of projected changes in the UK’s climate being realised, the effects that those changes (i.e. long periods of hot dry weather during the summer months and the potential for increasingly wet winters) could have on both archaeological and built heritage assets could be severe.

3.8.4 Impact pathways for the historic environment & archaeology receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts or effects on the historic environment and archaeology receptor. Impact Pathway HEA1: Impacts on heritage assets due to land take

The maintenance and further development of the transport network and associated infrastructure could, dependent on location, result in damage to or the loss of heritage and archaeological assets. The scale and extent of any adverse effects would depend on the location of any new development or maintenance activities and the heritage characteristics of the area affected (i.e. evidence of past finds of archaeological significance, concentration of features/structures of heritage importance, etc.).

42

Surrey’s Heritage Strategy, Surrey County Council, 2001 43

Ibid. 44

Ibid.


139

Impact Pathway HEA2: Impacts on heritage assets due to air & water pollution (chemical damage)

The historic built environment (i.e. Listed Buildings, Conservation Areas, etc.) can be adversely affected by the deposition of chemicals arising from vehicle emissions. The scale and extent of any effects would depend on the impact that measures brought forward under the LTP had on traffic volumes and composition (i.e. a reduction in the volume of traffic could be beneficial to local air quality and consequently to the historic built environment of the area). Impact Pathway HEA3: Impacts on heritage assets due to disturbance (vibration)

The historic built environment (i.e. Listed Buildings, Conservation Areas, etc.) can be adversely affected by vibration arising from the vehicles (and in particular large vehicles) that make use of the road network. The scale and extent of any effects would depend on the impact that measures brought forward under the LTP had on traffic volumes and composition (i.e. a reduction in the total volume of traffic on a given road, and in the proportion of that traffic composed of heavy goods vehicles could help to reduce the risks of the historic built environment being adversely affected by vibration). The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the historic environment & archaeology receptor.

3.8.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the historic environment & archaeology receptor


3.8.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on the historic environment & archaeology


Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration).


140

The Accessibility Strategy is not considered to have the potential to significantly affect the Historic Environment & Archaeology receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.8.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on the historic environment & archaeology





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Air Quality Strategy’s objectives. Those include seven separate Infrastructure Measures, six separate Management of Infrastructure Measures, seven separate Promotional & Behavioural Measures, and one Pricing Measure. Details of all the measures, main and secondary that will contribute to implementation of the Air Quality Strategy are given in Section 2.2.2 of this Scoping Report. Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Air Quality Strategy would have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The potential for the Air Quality Strategy to impact upon the Historic Environment & Archaeology receptor will be covered in the SEA for the new Surrey Transport Plan.

3.8.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on the historic environment & archaeology





Other Measures (including land use measures): (1)Action plans to address congestion hot spots; (2)Working with partners to consider congestion issues in the identification of appropriate


141

developer-funded mitigation schemes; (3)Working with partners to consider congestion issues in the local development framework process in respect of the location & type of development, & the provision made for local infrastructure improvements & controls; (4)Working with partners to consider congestion issues in guidance on parking provision.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The Congestion Strategy is not considered to have the potential to significantly affect the Historic Environment & Archaeology receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.8.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on the historic environment & archaeology




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Cycling Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution.


142

Impact Pathway HEA3: The main measures proposed as the means of implementing the Cycling Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The potential for the Cycling Strategy to impact upon the Historic Environment & Archaeology receptor will be covered in the SEA for the new Surrey Transport Plan.

3.8.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on the historic environment & archaeology







Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The potential for the Freight Strategy to impact upon the Historic Environment & Archaeology receptor will be covered in the SEA for the new Surrey Transport Plan.

3.8.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on the historic environment & archaeology



143





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The Parking Strategy is not considered to have the potential to significantly affect the Historic Environment & Archaeology receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.8.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on the historic environment & archaeology




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report.


144

Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Historic Environment & Archaeology receptor will be covered in the SEA for the new Surrey Transport Plan.

3.8.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on the historic environment & archaeology




Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The Information Provision part of the Passenger Transport Strategy is not considered to have the potential to significantly affect the Historic Environment & Archaeology receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.8.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on the historic environment & archaeology


Infrastructure Measures: (1)New &/or improved traffic-free, safe routes for cycling close to &/or linking with local communities, businesses & facilities; (2)New &/or improved traffic-free, safe


145

routes for equestrian use; (3)New &/or improved traffic-free, safe routes for walking, close to&/or linking with local communities, businesses & facilities.

Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The potential for the Rights of Way Improvement Plan to impact upon the Historic Environment & Archaeology receptor will be covered in the SEA for the new Surrey Transport Plan.

3.8.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on the historic environment & archaeology





Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration).


146

The Road Safety & Anti-Social Driving Strategy is not considered to have the potential to significantly affect the Historic Environment & Archaeology receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.8.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on the historic environment & archaeology



Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The potential for the Surrey Transport Asset Management Plan to impact upon the Historic Environment & Archaeology receptor will be covered in the SEA for the new Surrey Transport Plan.

3.8.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on the historic environment & archaeology





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report.


147

Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The Transport Climate Change Strategy is not considered to have the potential to significantly affect the Historic Environment & Archaeology receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.8.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on the historic environment & archaeology




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure, and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report. Evaluation of the scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The Travel Planning Strategy is not considered to have the potential to significantly affect the Historic Environment & Archaeology receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.


148

3.8.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on the historic environment & archaeology



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the Scope for significant impacts on the Historic Environment & Archaeology receptor Impact Pathway HEA1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts on heritage assets due to landtake. Impact Pathway HEA2: The main measures proposed as the means of implementing the Walking Strategy would not have the potential to give rise to impacts on heritage assets due to air or water pollution. Impact Pathway HEA3: The main measures proposed as the means of implementing the Walking Strategy would not have the potential to give rise to impacts on heritage assets due to disturbance (vibration). The potential for the Walking Strategy to impact upon the Historic Environment & Archaeology receptor will be covered in the SEA for the new Surrey Transport Plan.

3.8.6 Outcomes of the scoping exercise for the historic environment & archaeology receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the historic environment & archaeology receptor for the following components of the Plan. Air Quality Strategy Rights of Way Improvement Plan

Cycling Strategy Surrey Transport Asset Management Plan

Freight Strategy Walking Strategy


The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the historic environment & archaeology receptor and will not be assessed in the SEA for the new Surrey Transport Plan. Accessibility Strategy Road Safety & Anti-Social Driving Strategy





149

The assessment of the new Surrey Transport Plan for the historic environment and archaeology receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.8.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


150

3.9 The Natural Environment & Biodiversity Receptor

3.9.1 Definition of the natural environment & biodiversity receptor The Natural Environment & Biodiversity receptor covers effects on the natural environment in terms of plants, animals and geological assets and biodiversity in terms of habitats and species. The receptor covers the topic of ‘fauna, flora & biodiversity’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The risks to the natural environment and biodiversity receptor directly associated with the transport sector in Surrey could arise as a consequence of works undertaken to maintain existing and to construct new infrastructure, and from the use of the network. The risks would be avoidable (in that steps could be taken to reduce the potential effects on habitats and species) but if realised could result in irreversible impacts (in that any changes caused might not be readily reversed). The natural environment and biodiversity receptor would be moderately sensitive to the effects of transport related activities.

3.9.2 Baseline for the natural environment & biodiversity in Surrey A review of the baseline data and information relevant to the natural environment and biodiversity receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.9A. Table 3.9A: Review of District & Borough LDF SA baselines for the Natural Environment &

Biodiversity receptor




Indicator: Population of wild birds. Target: By 2010, to achieve a sustained increase in the regional wild bird population. Trends: Decrease in numbers since 1970.

Indicator: No. characteristic rare species & priority habitats.

Indicator: Extent (hectares) & condition of land designated as a SSSI. Baseline: 1 SSSI is 100% favourable, 1 is 100% recovering, & 1 is 97.55% recovering & 2.45% declining. Target: By 2010, to ensure that 95% of SSSIs are in favourable or recovering condition.

Indicator: No. SNCIs & LNRs within Elmbridge. Baseline: In 2008, 14 SNCIs in the borough.

Indicator: Extent of ancient woodlands. Baseline: In 2008, 16 sites covering 218.53 ha. Target: To protect & preserve these areas. Trends: Surrey is the most wooded county in the UK. Problems & Constraints: Sites below 2 ha in size are currently excluded from the data.

Indicator: Extent & condition of key habitats for which BAPs have been established.

Indicator: No. new developments contributing to mitigation of Thames Basin Heaths SPA. Baseline: In 2008, 15 schemes.



Indicator: Loss of greenspace.

Indicator: Improvements to greenspace.

Indicator: No. green spaces qualifying for Green Flag status. Baseline: No greenspaces with Green Flag status, but 3 sites entered for 2009.

Objective To ensure that the borough is prepared for the impacts of climate change.


Indicator: No. sites of ecological inertest where flora & fauna were damaged by an extreme or persistent weather event. Target:: For the ecological value of all sites to be capable of recovery following an extreme or persistent weather event. Problems & Constraints: The no. sites could be a useful indicator but there is no centralised control & many bodies would need to be contacted.


151




Indicator: Hectares of land designated as a SSSI. Baseline: 129.65 ha of land designated as SSSI.

Indicator: No. & area of SNCIs & LNRs within Epsom & Ewell. Baseline: 17 SNCIs covering 596 ha, includes 2 LNRs covering 50.4 ha.

Indicator: Extent of ancient woodlands.



Indicator: Level of recreation activity associated with biodiversity.

Indicator: Achievement of ‘Accessible Natural Greenspace Standards’.

Indicator: Promotion & safeguard of open land & green corridors in urban areas.

Indicator: Improvement in accessibility of the countryside to the public via the Rights of Way network.



Indicator: No. sites of ecological inertest where flora & fauna were damaged by an extreme or persistent weather event.




Indicator: Level of recreation activity associated with biodiversity (e.g. recorded visit no.s to wildlife reserves, visitor centres, proportion of ancient & non-ancient woodland having public access).

Indicator: Achievement of ‘Accessible Natural Greenspace Standards’. Target: People in towns & cities should have greenspace <300 m from home, at least 1 accessible 20 ha site within 2km, 1x 100 ha site within 5km & 1x 500 ha within 10 km & 1ha of LNR per 1,000 people. Problems & Constraints: Applying standard may mask local deficiency & may be worth applying standards at a ward or parish level.

Indicator: Open space & formal recreational facility assessment – total quantity & qualitative assessment scores, e.g. square metres of parks & open space per 1,000 population.



Indicator: Population of wild birds. Target: To be in line with the Surrey BAP. Trends: The overall indicator of 113 breeding bird populations in the UK is nearly 10% higher than in 1970.

Indicator: No. internationally & nationally important designated wildlife & geological sites (SSSI, SPA, SAC & Ramsar Sites). Baseline: 16 SSSIs covering 2,576.09 ha, a % of which is in unfavourable condition. Target: To aim to meet SSSI, SPA, SAC & Ramsar objectives. Problems & Constraints: Site integrity to be assessed based on condition of designated features of interest.

Indicator: Area of internationally & nationally important designated wildlife & geological sites (SSSI, SPA, SAC & Ramsar Sites) damaged. Baseline: 16 SSSIs covering 2,576.09 ha, a % of which is in unfavourable condition. Target: To aim to meet SSSI, SPA, SAC & Ramsar objectives. Problems & Constraints: Site integrity to be assessed based on condition of designated features of interest.

Indicator: Extent & condition of habitats for which BAPs have been established. Target: To be in line with those set out in the Surrey BAP.

Indicator: No., area & condition of SNCIs & LNRs within the borough. Baseline: 140 SNCIs & 10 RIGS. Problems & Constraints: Also consider separate indicator referring to protection of river corridors & their buffer zones.

Indicator: No. characteristic rare species & priority habitats. Target: To maintain, develop & improve salmon, freshwater fish & eel fisheries in freshwaters, estuaries & coastal waters.

Indicator: Amount, reported condition, reported levels of damage to, extent of active management of ancient woodlands. Target: To achieve favourable condition of ancient woodland & to avoid significant loss. Trends: Almost 50% of ancient woodland remaining in the 1930’s has been lost or degraded.

Indicator: No. & area of SPA within the borough. Baseline: Thames Basin Heaths SPA designated in March 2005.

Indicator: No. species occurring in the borough which have a SAP.

Indicator: Area of land actively managed for nature conservation. Target: To maintain & enhance BAP habitats & species in line with targets.

Indicator: Conservation limit for salmon rivers. Target: To maintain, develop & improve salmon, freshwater fish & eel fisheries in freshwaters, estuaries & coastal waters.

Indicator: Area or length of fluvial or estuarine habitat improvement. Target: To maintain, develop & improve salmon, freshwater fish & eel fisheries in freshwaters, estuaries & coastal waters.

Indicator: Ecological & chemical water quality & extent & condition of river buffer zones. Target: To maintain, develop & improve salmon, freshwater fish & eel fisheries in freshwaters, estuaries & coastal waters.

Indicator: Area of land newly dedicated to wildlife in new developments.

Indicator: No. developments with green (e.g. sedum) roofs developed in borough.

Indicator: No. & % (of total) new developments with wildlife friendly sustainable drainage systems.


152




Indicator: Ha land designated as SSSI. Baseline: In 2008, 2,030 ha (47% favourable, 44% recovering). Target: No reduction in extent of SSSI & ensure 95% of SSSIs are in favourable or recovering condition by 2010. Problems & Constraints: Quality of SSSI out of LA control, primarily a land management issue.

Indicator: No. & area of SNCIs & LNRs within Mole Valley. Baseline: In 2004, 52 SNCI (855 ha), 28 potential SNCI (627.5ha), 11 part SNCI/pSNCI, & for 2006/07, 5 LNRs (99.39 ha). Problems & Constraints: Much Mole Valley SNCI information is out of date, new surveys needed.

Indicator: Extent of ancient woodlands. Baseline: In 2004, total area 3,023 ha. Problems & Constraints: Condition not generally monitored.



Indicator: No. sites of ecological interest where flora or fauna were damaged by extreme or persistent weather event. Target: For the ecological value of all sites to be capable of recovery.




Indicator: Extent & condition of land designated as a SSSI. Baseline: For 2000-05, 606.6 ha SSSI (93% favourable or recovering). Target: No reduction in extent of SSSI & ensure 95% of SSSIs are favourable or recovering by 2010. Problems & Constraints: Quality of SSSI out of LA control, primarily a land management issue.

Indicator: Extent & condition of other key habitats for which BAPs have been established (e.g. area of habitat lost as a result of planning permissions).

Indicator: No., area & condition of SNCIs & LNRs. Trends: The no. & area of SNCIs, potential SNCIs & LNRs is increasing.

Indicator: Extent & condition of ancient woodlands. Baseline: Current estimate, 495 ha. Target: To preserve & protect these areas.



Indicator: No. sites of ecological interest where flora or fauna were damaged by an extreme or persistent weather event (e.g. tree loss from storm, species loss resulting from habitat change caused by persistent dry or wet conditions). Target: Ecological value of all sites to be capable of recovery. Problems & Constraints: No. sites could be a useful indicator but there is no centralised control & many bodies would need to be contacted.


Objective To conserve & enhance the region’s biodiversity.


Indicator: Population of wild birds.

Indicator: Condition of SSSIs. Baseline: 96.74% favourable or recovering condition.


Indicator: Extent of ancient woodlands. Baseline: 303.5 ha.



Indicator: Land covered by management schemes.




Indicator: Population of gadwall & shoveler. Target: By 2010, a sustained increase in regional wild bird population. Trends: Stable in general but decrease within designated SPA sites. Problems & Constraints: May be difficult to record by district, but may be possible to show data by a wider area.

Indicator: Extent & condition of land designated as a SSSI. Baseline: In 2004, 4 SSSIs covering 749.9 ha, 37.7% in favourable & 26.6% in recovering condition. Target: No reduction in extent of SSSI & ensure 95% of SSSIs are in favourable or recovering condition by 2010.


Indicator: No., area & condition of SNCIs & LNRs within Spelthorne. Baseline: 26 SNCIs covering 784.88 ha. Problems & Constraints: No LNRs in Spelthorne.



Indicator: Achievement of ‘Accessible Natural Greenspace Standards’ (Natural England). Target: For a natural area to be within 300 metres of home or workplace. Problems & Constraints: Natural area & standards need to be defined. This may duplicate open space standard


153


Objective To improve opportunities for access to education, employment, recreation, health, community services & cultural opportunities for all sectors of the community.


Indicator: Hectares of accessible green space per 1,000 people. Target: For 1ha accessible natural green space per 1,000 people.

Objective To encourage the enjoyment of the countryside, open spaces & local biodiversity.


Indicator: Hectares of accessible green space per 1,000 people. Target: For 1ha accessible natural green space per 1,000 people.

Objective To conserve & enhance the borough’s biodiversity.


Indicator: No./area & condition of SNCIs & LNRs within the plan area. Baseline: 987.55 ha of SNCIs & 1 LNR. Target: To halt loss of biodiversity by 2010. Trends: Lowland heathland is a threatened landscape suffering declines since late 19

th century. Problems & Constraints: Estimate of SNCIs based on Local

Plan 2000 boundaries & may need to be changed.

Indicator: Population of characteristic rare species & areas of priority habitats. Target: By 2010, sustained increase in regional wild bird population. Trends: Decrease in no.s since 1970s.

Indicator: Population of farmland birds. Baseline: In 2003, 120 nightjar, 64 woodlark & 453 Dartford warbler. Target: By 2010, sustained increase in regional wild bird population. Trends: Decrease in numbers since 1970s.

Indicator: Increase in accessible greenspace, habitat links/corridors. Target: For 1ha accessible natural green space per 1,000 people.

Indicator: Area of land actively managed for nature conservation.

Indicator: No. & condition of heathland sites appropriately managed. Target: For all heathland sites to be appropriately & sustainably managed by 2005.

Indicator: Amount of long-term funding secured for sustainable management of heathland in Surrey. Target: To secure long term funding for the sustainable management of heathland in Surrey.

Objective To avoid damage & fragmentation of major features of importance for fauna & flora.


Indicator: Reported levels of damage to designated sites. Target: To halt loss of biodiversity by 2010.

Indicator: Reported condition of SSSIs. Baseline: Data for SHBC is out of date. Target: By 2010, ensure 95% of SSSIs are in favourable or recovering condition.

Indicator: Reported levels of damage to ancient woodland.

Indicator: Reported condition of ancient woodland.

Objective To ensure the protection of the SPAs.


Indicator: Area & condition of SPAs. Target: To halt the loss of biodiversity by 2010.




Indicator: Extent & condition of land designated as a SSSI: % in favourable condition, % in recovering condition, & % in unfavourable condition. Baseline: In 2009, 39% of area covered by SSSI designations in favourable condition, 58% in recovering condition & 4% in unfavourable condition. Target: No reduction in extent of SSSI & ensure 95% of SSSIs in favourable or recovering condition by 2010. Problems & Constraints: Quality of SSSI out of LA control, primarily a land management issue.

Indicator: No. & areas of SNCIs & LNRs within Tandridge. Baseline: In 2009, 98 SNCIs & 167 potential SNCIs, 6 LNRs, & 6 nature reserves managed by SWT. Trends: The no. & area of LNRs is increasing.

Indicator: BAP habitats & species characteristic of the area. Target: To create priority Surrey BAP habitat (to be identified).

Indicator: Extent of ancient woodlands. Baseline: In 2004, extent of ancient woodland was 1,360.07 ha. Target: To preserve & protect these areas. Problems & Constraints: Condition not generally monitored, Surrey Ancient Woodland Survey currently being conducted (2009/10).




Indicator: Level of recreation activity associated with biodiversity.



Indicator: No. sites of ecological interest where flora & fauna were damaged by an extreme or persistent weather event, e.g. tree loss from storm, species loss resulting from habitat change caused by persistent dry or wet conditions.


154


Objective To maintain & enhance biodiversity & soil.


Indicator: Changes in areas & populations of biodiversity importance (SAC, Ramsar, NNR, LNR, SPA, RiGs, SNCI, SSSI, HAP).

Indicator: Extent & condition of SSSI & BAP/HAP.

Indicator: Extent of ancient woodlands.


Objective Conserve & enhance biodiversity.


Indicator: Creation of new & enhancement of existing habitats for BAP priority species. Baseline: In 2007, 5 ponds improved, water vole habitat improved, scrub cleared from heathland, semi-natural woodland managed, & alien species removed at a no. sites. Problems & Constraints: Habitats can be enhanced by improved management, but are also affected by external factors such as climate change, flooding, availability of grazing stock & financial resources.

Indicator: Condition of SSSIs, SNCIs, LNRs & SPA & SAC. Baseline: In 2010, 5 SSSIs partly or wholly within the borough, 3 are mainly (>95% of total site area) in favourable or recovering condition, 1 is mostly (>70% of total site area) in favourable of recovering condition & 1 is mostly in unfavourable, no change or declining condition. Most of the 37 SNCIs in the area are stable, but at least 12 are declining. Target: By 2010 for 95% of SSSIs to be in favourable or recovering condition. Trends: Ash to Brookwood Heaths SSSI & Horsell Commons SSSI (both part of Thames Basin Heaths SPA) are recovering. Basingstoke Canal SSSI is declining.

Indicator: Length/area of high quality hedgerows. Problems & Constraints: No realistic prospect of measuring this. A replacement indicator can be identified following publication of the Woking BAP.

Indicator: Achievement of BAP targets (including HAP).

Indicator: Population of farmland birds. Problems & Constraints: No realistic prospect of measuring this. A replacement indicator can be identified following publication of the Woking BAP.

Indicator: Woodlands access standard. Target: No person should live >500 m from at least 1 area of accessible woodland of 2ha, or >4km from at least 1 area of accessible woodland of no less than 20ha.



Indicator: Access to & use of the natural environment. Baseline: 42% of residents used parks & open spaces in the borough at least once a week, a further 22% used them about once a month. Target: For each household to be within 300 m of 1 natural greenspace, within 2km of a 20 ha site, within 5km of a 100 ha site & within 10km of a 500 ha site, & for there to be 1 ha of LNR per 1,000 people. Trends: The 2007 PPG17 Audit reported that 90% of households use natural & semi-natural open space.

3.9.2.1 Nature conservation & biodiversity

The natural heritage and biodiversity of Surrey is rich, with the county containing diverse habitats that support a wide range of species. Numerous sites within the county have been designated for protection on the grounds of nature conservation and biodiversity at the local, national and international levels

(45).

The Surrey Biodiversity Action Plan has prioritised the following habitats and species for protection and enhancement. The priority habitats

(46) include chalk grassland, floodplain grazing marsh, lowland

heathland, farmland, lowland meadows, standing open water and reedbed, urban, wetland, woodland. The priority species

(47) include the stag beetle, bumblebees, house martin, small blue butterfly, otter,

juniper, and the marsh clubmoss. Sites of International & European Importance

There are a number of sites within Surrey that have been designated as requiring protection under the terms of the Ramsar Convention on Wetlands of International Importance, or the European Union’s Wild Bird’s Directive (Special Protection Areas or SPAs) or Habitats Directive (Special Areas of Conservation or SACs).

45

Data provided by the Surrey County Council Planning service and Countryside service. 46

The Surrey Biodiversity Action Plan, 1999, Surrey Biodiversity Partnership. 47

UK Biodiversity Action Plan


155

Mole Gap to Reigate Escarpment SAC, which is composed of parts of the following SSSI:

Mole Gap to Reigate Escarpment SSSI

South West London Waterbodies SPA & Ramsar Site, which is composed of the following SSSIs:

Kempton Park Reservoirs SSSI Wraysbury & Hythe End Gravel Pits SSSI

Knight & Bessborough Reservoirs SSSI Wraysbury No. 1 Gravel Pit SSSI

Staines Moor SSSI Wraysbury Reservoir SSSI

Thorpe Park No. 1 Gravel Pit SSSI

Thames Basin Heath SPA, which is composed of the following SSSIs:

Ash to Brookwood Heaths SSSI Eelmoor Marsh SSSI

Bourley & Long Valley SSSI Hazeley Heath SSSI

Bramshill SSSI Horsell Common SSSI

Broadmoor to Bagshot Woods & Heaths SSSI Ockham & Wisley Commons SSSI

Castle Bottom to Yateley & Hawley Commons SSSI Sandhurst to Owlsmoor Bogs & Heaths SSSI

Chobham Common SSSI Whitmoor Common SSSI

Colony Bog & Bagshot Heath SSSI

Thursley, Ash, Pirbright & Chobham SAC, which is composed of the following SSSIs:

Ash to Brookwood Heaths SSSI Colony Bog & Bagshot Heath SSSI

Chobham Common SSSI Thursley, Hankley & Frensham Commons SSSI

Thursley, Hankley & Frensham Commons SPA and Thursley & Ockley Bog Ramsar Site, which are composed of parts of the following SSSI:

Thursley, Hankley & Frensham Commons SSSI

Wealden Heaths Phase II SPA, which is composed of the following SSSIs:

Devil’s Punch Bowl SSSI Broxhead & Kingsley Commons SSSI

Bramshott & Ludshott Commons SSSI Woolmer Forest SSSI

Windsor Forest & Great Park SAC, which is composed of parts of the following SSSI:

Windsor Forest & Great Park SSSI

European Protected Species

Under UK and European legislation48

a range of plants and animals receive protection from harm, disturbance and damage to their habitats. Schedule 2 of the Conservation of Habitats & Species Regulations 2010 lists the species of animals that have a natural range that includes any area in Great Britain and are listed in Annex IV(a) of the Habitats Directive. Under the Directive and the Regulations it is an offence to deliberately capture, injure or kill a protected animal or to deliberately take or destroy their eggs, and it is also an offence to damage or destroy a breeding or resting place of such an animal. The species of animal protected in the UK are listed below.

Mammals

Greater Horseshoe Bat (Rhinolophus ferrumequinum) Nathusius’ Pipistrelle (Pipistrellus nathusii)

Lesser Horseshoe Bat (Rhinolophus hipposideros) Natterer’s Bat (Myotis nattereri)

Barbastelle Bat (Barbastella barbastellus) Noctule Bat (Nyctalus noctula)

Bechstein’s Bat (Myotis bechsteinii) Northern Bat (Eptesicus nilssonii)

Brandt’s Bat (Myotis brandtii) Parti-coloured Bat (Vespertilio murinus)

48

The Conservation of Habitats & Species Regulations 2010, which update and consolidate all the amendments to the Conservation (Natural Habitats & c.) Regulations 1994. Directive 92/43/EEC on the Conservation of Natural Habitats & of Wild Fauna & Flora.


156

Mammals

Brown Long-eared Bat (Plecotus auritus) Serotine Bat (Eptesicus serotinus)

Common Pipistrelle (Pipistrellus pipistrellus) Soprano Pipistrelle (Pipistrellus pygmaeus)

Daubenton’s Bat (Myotis daubentonii) Whiskered Bat (Myotis mystacinus)

Greater Mouse-eared Bat (Myotis myotis) Wild Cat (Felis silvestris)

Grey Long-eared Bat (Plecotus austriacus) Dolphins, Porpoises & Whales (all species) (Cetacea)

Kuhl’s Pipistrelle (Pipistrellus kuhlii) Dormouse (Muscardinus avellanarius)

Leisler’s Bat (Nyctalus leisleri) Common Otter (Lutra lutra)

Reptiles

Marine Turtles (Caretta caretta; Chelonia mydas; Lepidochelys kempii; Eretmochelys imbricata; Dermochelys coriacea)

Smooth Snake (Coronella austriaca)

Sand Lizard (Lacerta agilis)

Amphibians

Great Crested Newt (Triturus cristatus) Pool Frog (Rana lessonae)

Natterjack toad (Bufo calamita)

Fish

Sturgeon (Acipenser sturio)

Molluscs

Lesser Whirlpool Ram’s-horn Snail (Anisus vorticulus)

Insects

Fisher’s Estuarine Moth (Gortyna borelii lunata) Large Blue Butterfly (Maculinea arion)

Of those species, the ones listed in bold type are known to occur in Surrey. Schedule 5 of the Regulations lists the nine species of plants that have a natural range that includes the area of Great Britain and are listed in Annex IV(b) of the Habitats Directive. Under the Directive and the Regulations it is an offence to deliberately pick, collect, cut, uproot or destroy a wild plant of a European Protected Species.

Shore Dock (Rumex rupestris) Slender Naiad (Najas flexilis)

Killarney Fern (Trichomanes speciosum) Fen Orchid (Lipais loeselii)

Early Gentian (Gentianella anglica) Floating–leaved Water Plantain (Luronium natans)

Lady’s-slipper (Cypripedium calceolus) Yellow Marsh Saxifrage (Saxifraga hirculus)

Creeping Marshwort (Apium repens) Of those nine species of plant only one, the Early Gentian, is found in Surrey. Sites of National Importance

At the national level, Surrey has three sites that have been designated as National Nature Reserves, at Ashtead Common, Chobham Common and Thursley, which together cover an area of approximately 1,024 hectares. A total of sixty three Sites of Special Scientific Interest (SSSIs) (including a number of geological SSSIs – indicated below in italic type) have been designated within the county. Those SSSIs marked with a ‘*’ cross the boundary between two or more districts and boroughs.


157

District or Borough SSSIs

Elmbridge Esher Commons Knight & Bessborough Reservoirs

Ockham & Wisley Commons*

Epsom & Ewell Epsom & Ashstead Commons Stones Road Pond

Guildford

Ash to Brookwood Heaths* Basingstoke Canal*

Blackheath Charterhouse to Eashing*

Colony Bog & Bagshot Heath* Colyers Hanger

Combe Bottom Hackhurst & White Downs*

Ockham & Wisley Commons* Papercourt

Puttenham & Crooksbury Commons Seale Chalk Pit

Sheepleas Upper Common Pits

Wey Valley Meadows Whitmoor Common*

Mole Valley

Auclaye Bookham Commons

Clock House Brickworks Epsom & Ashstead Commons

Glover’s Wood Hackhurst & White Downs

Leith Hill Mole Gap to Reigate Escarpment*

Ranmore Common Reigate Heath*

Smokejack Clay Pit* Vann Lake & Ockley Woods

Reigate & Banstead Banstead Downs Chipstead Downs

Mole Gap to Reigate Escarpment* Reigate Heath*

Runnymede

Basingstoke Canal* Langham Pond

Thorpe Hay Meadow Thorpe Park No 1 Gravel Pit

Windsor Forest & Great Park

Spelthorne Dumsey Meadows Kempton Park Reservoirs

Staines Moor Wraysbury Reservoir

Surrey Heath Basingstoke Canal* Broadmoor to Bagshoot Woods & Heaths

Chobham Common Colony Bog & Bagshot Heath

Tandridge

Blindley Heath Godstone Ponds

Hedgecourt Lingfield Cernes

Quarry Hangers Staffhurst Wood

Titsey Woods Woldingham & Oxted Downs

Waverley

Blackheath Bourley & Long Valley

Brook Brick Pit Charleshill

Charterhouse to Eashing* Chiddingfold Forest

Devil’s Punch Bowl Gong Hill

Hankley Farm Moor Park

Netherside Stream Outcrops Smokejack Clay Pit*

Stockstone Quarry Thursley, Hankley & Frensham Commons

Wey Valley Meadows

Woking

Ash to Brookwood Heaths* Basingstoke Canal*

Colony Bog & Bagshot Heath* Horsell Common

Smart’s & Prey Heaths Whitmoor Common*


158

Sites of Local Importance

The county benefits from numerous local level nature conservation designations. There are thirty seven designated Local Nature Reserves (LNRs) within the county, and six hundred and twenty eight Sites of Nature Conservation Importance (SNCIs).

District or Borough Number of Local Nature

Reserves Number of SNCIs

Elmbridge 6 LNRs 14 SNCIs

Epsom & Ewell 3 LNRs 12 SNCIs

Guildford 8 LNRs 83 SNCIs

Mole Valley 4 LNRs 63 SNCIs

Reigate & Banstead 2 LNRs 34 SNCIs

Runnymede 2 LNRs 51 SNCIs

Spelthorne None 26 SNCIs

Surrey Heath 1 LNR 46 SNCIs

Tandridge 6 LNRs 98 SNCIs

Waverley 4 LNRs 160 SNCIs

Woking 2 LNRs 41 SNCIs

Total for Surrey 38 LNRs 628 SNCIs

3.9.2.2 Woodlands

Surrey is the most wooded county in England with 22.4% (or 37,564 hectares) of its land area under woodland cover, of which 9,695 hectares are ancient woodlands. In comparison the figure for the South East region is 14.1% of the land area under woodland, and for England is 8.4%

(49).

Surrey’s woodland cover has been increasing steadily since 1947, mainly due to the development of scrub on heathland and downland. Woodland cover is not distributed evenly across the county with only 1% cover within the borough of Spelthorne, and 38.5% cover for the Surrey Hills Area of Outstanding Natural Beauty. The county’s woodland is important from an ecological perspective, and adds to the quality of life of Surrey’s residents and visitors.

3.9.2.3 Geological assets

Surrey lies on the north-western side of a large and eroded dome of rocks known as the Wealden anticline. The anticline and the rocks that comprise it provide many of the prominent landforms of the Surrey landscape, for example the North Downs escarpment that lies in the centre of the county and is at its most dramatic where the River Mole cuts through the chalk below Box Hill. The greensand hills run south of and parallel to the North Downs, rising to almost 1,000 feet at Leith Hill, the highest point in the south east of England. The underlying geology strongly influences the presence and character of these hills and the area includes eight geological Sites of Special Scientific Interest (SSSI’s).

49

National Inventory of Woodland and Trees: Regional Report for South East, Forestry Commission, 2002; National Inventory of Woodland and Trees: England, Forestry Commission, 2001.


159

The Wealden anticline provides the structure and the greensand yielding to acid, sandy soils that support the heathlands and open woodlands that are characterise much of Surrey. Sedimentary rocks and deposits laid down during the Cretaceous period include Weald Clay, the Hythe Beds, the Sandgate Beds and the Folkestone Beds (referred to as the ‘Greensands’ on account of their colour which is due to the presence of glauconite). The Wealden anticline comprises Cretaceous period deposits including the calcareous rich Bargate Beds, Gault Clay, Upper Greensand and Chalk, and from the Tertiary period the Reading Beds and London Clay. The rocks slope northwards, exposing younger rocks the further north you travel. During the last Ice Age (in the Quaternary period) Surrey escaped glaciation, the landscape of the county has been strongly influenced by the changes in the local climate that have seen significant alternation between cold and warm phases. For example, it was during the Quaternary period, that Surrey experienced significant deposition of gravels within its rivers and floodplains

(50).

The many geological highlights of the county include a number of notable sites and features, such as the Devil’s Punchbowl a well-known and distinctive valley near Hindhead, the North Downs which mark the northern rim of the remnants of the chalk cap of the Weald anticline, and the Weald Clay, a source of diverse fossil remains which is found in Surrey and Sussex.

3.9.3 Key issues & challenges for the natural environment & biodiversity receptor in Surrey

The Surrey Biodiversity Action Plan identifies the range of challenges that currently face the habitats of the county’s natural areas, and that are likely to continue to affect them in the future. For the chalk grassland habitats found predominantly on the North Downs, the key challenges include changes in land use and practices (e.g. intensification of farming, demand for mineral resources, and the construction of roads, etc.), invasion by scrub species, changes in agricultural grazing practice and risks of over-grazing by rabbits, habitat fragmentation, growing recreational pressure, and invasion by non-native plants (e.g. buddleia, Canadian golden-rod, etc.). For the lowland heathland habitats of the county the main problem historically has been succession to scrub and forest as a consequence of inappropriate land management practices, and the key challenges for the habitat include continued encroachment by scrub, trees, bracken and grass, growing recreational pressures, growing demand for water leading to increased abstraction with adverse effects on wet heathland and mires, unplanned and uncontrolled burning, acidification and nitrogen enrichment from air pollution, habitat fragmentation and loss due to development, and conversion to forestry. For the floodplain grazing marsh habitats of the county the key challenges include, changes in agricultural practices and associated drainage, and urban development and associated changes in the hydrology of the local area. For the wetland habitats of the county the key challenges include, the effects of development (e.g. excessive abstraction, loss of habitat, changes in hydrology, etc.), the effects of changes in agricultural practices (e.g. changes in land drainage and hydrology, habitat fragmentation, degradation and loss, etc.), changes in water quality, the effects of invasive alien species on native fauna and flora, the effects of recreational use, and the effects of climate change. For the farmland habitats of the county the key challenges include, changes in farming practice and the composition of farms (i.e. fall in number of mixed farms). For the woodland habitats of the county the key challenges include, changes in management practices (i.e. neglect, inappropriate management, etc.), habitat destruction and fragmentation, changes in habitat composition (i.e. replanting with non-native stock), climate change and changes in air quality,

50

Information sourced from English Nature


160

effects of damage (i.e. by squirrels, deer, rabbits, etc.) or plant disease, and the effects of invasive plant species (e.g. rhododendron, sycamore, etc.). For the wood pasture and parkland habitats of the county the key challenges include, changes in management practices, changes in woodland structure (e.g. lack of younger trees, losses of old and ancient trees), changes in hydrology and water availability leading to drought stress, habitat isolation and fragmentation, loss of pasture habitat through conversion to arable and other land uses, invasion by non-native species, and the effects of air pollution. For the open water and large reedbed habitats of the county the key challenges include, changes in water quality and increasing risks of eutrophication, changes from plant to algal dominated waters, over-stocking with fish, changes in the types and distribution of ponds, introduction of or invasion by alien species of plants and animals, changes in water abstraction and land drainage practices, climate change, and the lack of management or inappropriate management. For the grassland habitats (unimproved acid and neutral grasslands) of the county the key challenges include, the intensification of agricultural practices and changes in traditional management practices, development and recreational pressures, atmospheric pollution and climate change.

3.9.4 Impact pathways for the natural environment & biodiversity receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts or effects on the natural environment and biodiversity receptor. Impact Pathway NEB1: Impacts on habitats & species due to land take

The maintenance and further development of the transport network could, dependent on location and scale, result in the loss of areas of natural habitat as a consequence of land take (i.e. the provision of a new park and ride facility). The scale and extent of any adverse effects would depend on the location of any new development or maintenance activities and the nature conservation characteristics and value of the area affected (i.e. designated nature conservation sites). Impact Pathway NEB2: Impacts on habitats & species due to transport related pollution

The continued use of the transport network will give rise to vehicle emissions, which contribute to air pollution at the local and regional scales and can have impacts on sensitive habitats (e.g. nitrogen deposition on heathland habitats, etc.). The scale and extent of any adverse effects would depend on the location of the components of the transport network affected by any proposals in the new Surrey Transport Plan and the sensitivity of the surrounding natural environment to emissions to air. Impact Pathway NEB3: Impacts on habitats & species due to transport related disturbance

The continued use of the transport network, and its maintenance and further development could result in the disturbance of species due to noise, vibration and light pollution. The scale and extent of any adverse effects would depend on the location of any new development or maintenance activities and on the location of the components of the transport network affected by any proposals in the new Surrey Transport Plan and the sensitivity of any nearby populations of species to noise, light and vibration. The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the natural environment and biodiversity receptor.


161

3.9.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the natural environment & biodiversity receptor


3.9.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on the natural environment & biodiversity


Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The Accessibility Strategy is not considered to have the potential to significantly affect the Natural Environment & Biodiversity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.9.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on the natural environment & biodiversity





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Air Quality Strategy’s objectives. Those include seven separate Infrastructure Measures, six separate Management of Infrastructure Measures, seven


162

separate Promotional & Behavioural Measures, and one Pricing Measure. Details of all the measures, main and secondary that will contribute to implementation of the Air Quality Strategy are given in Section 2.2.2 of this Scoping Report. Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Air Quality Strategy would have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The potential for the Air Quality Strategy to impact upon the Natural Environment & Biodiversity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.9.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on the natural environment & biodiversity






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution.


163

Impact Pathway NEB3: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The Congestion Strategy is not considered to have the potential to significantly affect the Natural Environment & Biodiversity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.9.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on the natural environment & biodiversity




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the Scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Cycling Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Cycling Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The potential for the Cycling Strategy to impact upon the Natural Environment & Biodiversity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.9.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on the natural environment & biodiversity






164



Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to impacts on habitats and species due to transport related disturbance. The potential for the Freight Strategy to impact upon the Natural Environment & Biodiversity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.9.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on the natural environment & biodiversity






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on habitats and species due to landtake.


165

Impact Pathway NEB2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The Parking Strategy is not considered to have the potential to significantly affect the Natural Environment & Biodiversity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.9.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on the natural environment & biodiversity




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report. Evaluation of the Scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts on habitats and species due to transport related disturbance. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Natural Environment & Biodiversity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.9.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on the natural environment & biodiversity



166



Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The Information Provision part of the Passenger Transport Strategy is not considered to have the potential to significantly affect the Natural Environment & Biodiversity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.9.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on the natural environment & biodiversity



Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to impacts on habitats and species due to transport related disturbance. The potential for the Rights of Way Improvement Plan to impact upon the Natural Environment & Biodiversity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.9.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on the natural environment & biodiversity



167




Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the Scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The Road Safety & Anti-Social Driving Strategy is not considered to have the potential to significantly affect the Natural Environment & Biodiversity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.9.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on the natural environment & biodiversity



Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts on habitats and species due to land-take. Impact Pathway NEB2: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts on habitats and species due to transport related pollution.


168

Impact Pathway NEB3: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts on habitats and species due to transport related disturbance. The potential for the Surrey Transport Asset Management Plan to impact upon the Natural Environment & Biodiversity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.9.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on the natural environment & biodiversity





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The Transport Climate Change Strategy is not considered to have the potential to significantly affect the Natural Environment & Biodiversity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.9.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on the natural environment & biodiversity




169


A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure, and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report. Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts on habitats and species due to transport related disturbance. The Travel Planning Strategy is not considered to have the potential to significantly affect the Natural Environment & Biodiversity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.9.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on the natural environment & biodiversity



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the scope for significant impacts on the Natural Environment & Biodiversity receptor Impact Pathway NEB1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts on habitats and species due to landtake. Impact Pathway NEB2: The main measures proposed as the means of implementing the Walking Strategy would not have the potential to give rise to impacts on habitats and species due to transport related pollution. Impact Pathway NEB3: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts on habitats and species due to transport related disturbance.


170

The potential for the Walking Strategy to impact upon the Natural Environment & Biodiversity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.9.6 Outcomes of the scoping exercise for the natural environment & biodiversity receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the natural environment & biodiversity receptor for the following components of the Plan.

Air Quality Strategy Rights of Way Improvement Plan


Freight Strategy Walking Strategy


The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the natural environment & biodiversity receptor and will not be assessed in the SEA for the new Surrey Transport Plan.

Accessibility Strategy Road Safety & Anti-Social Driving Strategy




The assessment of the new Surrey Transport Plan for the natural environment and biodiversity receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.9.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


171

3.10 The Landscape & Visual Amenity Receptor

3.10.1 Definition of the landscape & visual amenity receptor The Landscape & Visual Amenity receptor covers effects on the character and integrity of the landscape (e.g. areas designated as warranting protection on the grounds of their natural beauty). The receptor covers the topic of ‘landscape’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The risks to the landscape and visual amenity receptor directly associated with the transport sector could arise as a consequence of works undertaken to maintain or further develop the network. The risks would be avoidable (in that steps could be taken to reduce the potential effects on the landscape and the visual character the areas affected) and reversible (in that measures could be taken to reinstate the landscape should elements of transport infrastructure become superfluous to requirements in the future). The landscape and visual amenity receptor would be moderately sensitive to the effects of transport related activities.

3.10.2 Baseline for landscape & visual amenity in Surrey The countryside of Surrey includes landscapes of great beauty and diversity. Just over a quarter of the county (some 44,800 hectares), is designated as Areas of Outstanding Natural Beauty, with the majority of which is in the Surrey Hills. Other parts of the countryside are designated as Areas of Great Landscape Value, which helps to safeguard the landscape setting of a number of towns and to act as a buffer to the Areas of Outstanding Natural Beauty. Approximately three quarters of the land within Surrey (some 121,941 hectares or 73%), is covered by the Metropolitan Green Belt, which has played an important part in helping to safeguard the rural character of much of the county. Over the twentieth century the landscape of Surrey underwent rapid and significant change. Much of that change resulted from the growth of urban areas and the continued development of the communications network (particularly roads). However, changes in farming and land management have also led to significant, if less obvious effects on the countryside. The need for development, to accommodate a growing population is likely to continue for the foreseeable future, so there is little chance of alleviating the pressure on the countryside. If the character of Surrey’s countryside is to be safeguarded developments will need to respect and enhance the landscape. A review of the baseline data and information relevant to the landscape and visual amenity receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.10A. Table 3.10A: Review of District & Borough LDF SA baselines for the Landscape & Visual

Amenity receptor




Indicator: Loss of greenspace.

Indicator: Improvements to greenspace.

Indicator: No. green spaces qualifying for Green Flag status. Baseline: For Elmbridge there are no greenspaces with Green Flag status, but 3 sites have been entered for 2009.





Indicator: Promotion & safeguard of open land & green corridors in urban areas.



172




Indicator: Achievement of ‘Accessible Natural Greenspace Standards’. Target: People living in towns & cities should have greenspace <300 m from home, 1ha of LNR per 1,000 people, & at least 1 accessible 20 ha site within 2km of home, 1x 100 ha site within 5km & 1x 500 ha within 10 km. Problems & Constraints: Applying this standard may mask local deficiency & may be worth applying the standards at a ward or parish level.







Objective None given


None given




Indicator: Land covered by management schemes.

Indicator: Access to & use of the countryside.




Indicator: Achievement of ‘Accessible Natural Greenspace Standards’ (Natural England). Target: For a natural area to be within 300 m of home or workplace. Problems & Constraints: Natural area & standards need to be defined. This may duplicate open space standard.

Surrey Heath BC Borough Council



Indicator: Ha accessible green space per 1,000 people. Target: For 1ha accessible natural green space per 1,000 people.

Objective To encourage the enjoyment of the countryside, open spaces & local biodiversity.



Objective To conserve & enhance the borough’s biodiversity.



Objective To maintain & enhance the quality of countryside, green belt & open space areas.


Indicator: % change of green belt & open space area.





Indicator: Promotion & safeguard of open land & green corridors in urban areas. Baseline: In 2004, 1.03 ha formal parks per 1,000 people, 28.9 ha other public open space per 1,000 people, & no green corridors.

Indicator: Length (no.) of Public Rights of Way improved or created using developer contributions allowing for improvement in accessibility of the countryside to the public. Baseline: Footpaths 503 & 632 (Dormansland walking routes to Dormans Station) provided.


173


Objective To improve the health of the population.


Indicator: % eligible open spaces managed to Green Flag Award standard.

Indicator: Amount of green space lost or gained within settlements.



Indicator: Area of landscape designations.

Indicator: Loss or damage through development to designated sites & buildings of international, national & county heritage importance.




Indicator: Historic landscapes. Baseline: No historic landscapes designated in the borough.

The county of Surrey encompasses areas of land that can be defined by seven different countryside character areas. In the north and west of the county are the Thames Valley area, the Thames Basin Heaths area, the Thames Basin Lowlands area, and the North Downs area. In the south of the county are the Wealden Greensand area, the Low Weald area and the High Weald area. The following descriptions of the Countryside Character Areas within Surrey are taken from the County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, which was published in 1997.

3.10.2.1 Thames Valley Countryside Character Area On page 2.6 of the County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, the following description is provided of the Thames Valley Countryside Character Area. National Context: The Thames Valley stretches along the River Thames from the outskirts of London to Reading and is defined by the Chiltern Hills to the north and Windsor and Bracknell to the south. It is a wide, flat floodplain, heavily influenced by urban areas in the east and becoming more rural, with pastoral land in the west. Surrey Perspective: The Thames Valley crosses into the northern part of Surrey, with the Thames Basin Heaths and Thames Basin Lowlands, with their low, wooded hills lying to the south. The River Thames, barely discernible in places, meanders through a small part of the floodplain where alluvium and river terrace gravel deposits lie over London clay. Several smaller rivers join the Thames, including the Rivers Mole and Wey. At the time of the first edition of the six inch Ordnance Survey of 1865, this area was a farmed landscape of pasture and horticulture. Much of this farmland was lost when the reservoirs were built and as the settlements of Molesey, Shepperton, Halliford, Chertsey and Egham expanded and as those of Sunbury, Ashford, Stanwell and Staines merged together. Most recently, the single greatest influence on the rural landscape has been the development of extensive areas of sand and gravel workings and their reclaimed areas and wet gravel pits. Many of the reclaimed open areas have been fragmented by roads, railways and power lines and although some evidence of traditional farming remains, much of the farmed landscape, including the reclaimed mineral workings, is now used for horse grazing. The Thames Valley in Surrey, is sparsely wooded although there is one significant area of ancient semi-natural woodland at Broadwater in Weybridge. Other small areas of woodland occur close to the rivers or flooded gravel pits and in urban areas. The natural woodland, in drier areas is transitional between oak-bracken-bramble woodland and heathy oak-birch woodland. However, many of these woodlands have been affected by their proximity to urban areas and also include non-native species such as horse chestnut, Scots pine and sycamore.


174

3.10.2.2 Thames Basin Heaths Countryside Character Area On page 2.12 of the County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, the following description is provided of the Thames Basin Heaths Countryside Character Area. National Context: The Thames Basin Heaths lie to the south and south west of the Thames Valley and extend from Surrey to Newbury and south to Basingstoke and Aldershot. Several large towns, numerous smaller settlements, large scale military development, major transport corridors and golf courses are interspersed by cultivated farmland along the broad river valleys, and heathland. Much of the development is hidden from view by areas of secondary woodland and coniferous forestry. Surrey Perspective: The eastern part of the Thames Basin Heaths crosses into Surrey between the Thames Valley in the north and the Thames Basin Lowlands in the south and east. The area is low lying, though not as flat as the Thames Valley, with gentle undulations in landform that appear as small hills from the flat, broad bottomed valleys of the Rivers Blackwater and Wey. Sands and gravels lie under most of the area, covered with alluvial deposits adjacent to the rivers. Towns in this area such as Woking, Camberley, Weybridge, Walton and Guildford are surrounded by extensive residential areas with large houses in large, established gardens which merge into the adjacent rural areas often blurring the distinction between the town and the countryside. Between the settlements military establishments, golf courses and major roads lie predominantly within areas of heathland and woodland increasing the developed area. Much of this area has poor quality, acidic free-draining soils and Rocque’s map printed in 1878 shows large areas of open heathland with small farms close to the rivers, and little woodland. The heathland was maintained by grazing and as this declined, the area of woodland increased. The remaining areas of heathland are now of considerable importance of nature conservation. Many are Sites of Special Scientific Interest (SSSIs), some of which form parts of the Thames Basin Heaths Special Protection Area (SPA) and the Thursley, Ash, Pirbright & Chobham Special Area of Conservation (SAC), and in addition Chobham Common is also a National Nature Reserve (NNR). Occasionally, farms were extended into the heathland and this can be seen where fingers of farmland break through the dense secondary woodland surrounding the remaining heathland area (e.g. near Pirbright). These areas of farmland are small scale and enclosed, with their small fields divided by tall hedgerows or shaws giving the impression of a clearing in a forest. These areas are vulnerable to change and as agriculture has declined many have become degraded. Their hedges have been lost making the fields larger and the landscape more open. This is particularly apparent close to towns where traditional farming has now been replaced by horse grazing. In contrast, alluvial deposits within the broader river valleys have produced areas where light, free draining soils provide conditions suitable for market gardens and nurseries. In 1938, 15% of the country’s acreage of nurseries was in Surrey, in particular around Chobham and Bisley. Some of these are still in use although many are neglected and are developing into unusual woodland. The western part of the Thames Basin Heaths in Surrey is heavily wooded with coniferous forestry and broadleaved plantations. Further east heathy oak-birch secondary woodland occurs with alder-ash-yellow pimpernel woodland adjacent to rivers. Within the Royal Parks around Virginia Water there are some areas of ancient semi-natural woodland.

3.10.2.3 Thames Basin Lowlands Countryside Character Area Section 2.12 of the County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, provides the following description of the Thames Valley Countryside Character Area. National Context: The Thames Basin Lowlands area is a narrow band running along the southern edge of the Thames Basin between Croydon and Aldershot. It is a gently undulating area of farmland with small woodlands and meandering rivers making their way to the Thames. Its predominantly rural landscape is beginning to be affected by suburbanisation around the edges of commuter towns and linear settlements.


175

Surrey Perspective: The Thames Basin Lowlands cut across Surrey from east to west lying between the Thames Basin Heaths to the north and the North Downs to the south. The gently undulating landscape lies over London clay and is low-lying in the north, gradually rising towards the dip slope of the North Downs in the south. The River Mole winds through a broad, flat bottomed valley with gently sloping sides. The area is bordered by the towns of Cobham, Esher and Surbiton in the north and Epsom and Ewell, Ashtead, Leatherhead and Bookham in the south. Settlements within the area are smaller and have retained distinctive village identities. The density of development is greater in the east and reduces significantly west of Guildford This area has retained much of its classic lowland farmed countryside with small, mixed farms interspersed by woodlands, shaws and small villages. The fields are typically small to medium in size and irregularly rectangular divided by tall mixed species hedges in hillier areas and by low square cut hawthorn hedges with oak hedgerow trees in flatter areas. The decline in hedgerow management means that some hedges are cut, not laid, and others are neglected, leading in some places to their loss and subsequent replacement with post and wire fences. Occasionally the hedgerow trees are all that remain along the line of a lost hedge. With the exception of recently afforested or regenerated woodland, most woodlands are surrounded by banks. Oak-bracken-bramble woodland is most common, with some ash-oak woodland on the base rich soils in the west and healthy oak-birch woodland on sand and gravel in the east. Small species rich ash-field maple woodlands occur in the Lower Mole area with wet alder woodland adjacent to rivers.

3.10.2.4 North Downs Countryside Character Area Section 2.6 of the County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, provides the following description of the Thames Valley Countryside Character Area. National Context: The North Downs sweep up from the south coast through Kent and terminate at the western edge of Surrey. They have a dramatic and distinctive topography with a steep, south facing scarp and gently sloping north facing dip slope. With the exception of the area immediately south of London, which is dominated by built development, land use on the North Downs is characterised by open areas of downland grazing and by arable fields which extend up both the scarp and the dip slopes. These are set within areas of scrub and secondary woodland. Surrey Perspective: The North Downs area cuts into Surrey, from the east, like a wedge which terminates at the end of the Hog’s Back in Farnham. It lies between the Thames Basin Lowlands to the north and the Wealden Greensand to the south. Although mainly lying on chalk there is very little calcareous soil on the North Downs as a result of the variety of surface deposits of sands, gravels and clay with flints. The south facing scarp is a simple steep slope while the simplicity of the dip slope in the west becomes ever more complex towards the east. The River Wey forms a dramatic, steep sided valley as it cuts through the North Downs and the Mole creates a series of steep sided amphitheatres as it winds through the Mole Gap. The valleys of the Wey and the Mole are important corridors through the North Downs and roads, railways and the Wey Navigation have been taken through these natural cuttings. Guildford crowds into the narrow valley provided by the Wey and extends up the valley sides, with the cathedral on Stag Hill forming a prominent focal point. Settlement along the Mole is quite different, restricted to the villages of Mickleham and Westhumble which nestle into the valley sides. Further east, settlements reach out along the valleys, dominating the landscape at Banstead, Burgh Heath and Tadworth, and sitting more comfortably within it at Chipstead, Warlingham and Tatsfield. Possibly as a result of the complexity of the soils, the North Downs is not typified by vast areas of open, rolling downland. Clandon means ‘clear down’, suggesting a comparison with more wooded areas of the North Downs. In fact only 324 hectares of the North Downs support unimproved chalk grassland which makes these open expanses with their views and rich variety of flowers and herbs an extremely valuable remnant feature of the area. Open downland has typically been used for cattle grazing although some fields have been ploughed for arable crops. In addition to open downland, the complexity of surface deposits is reflected in the small scale farmland, enclosed by hedgerows and


176

shaws, east of Box Hill and in the heathland of Headley Heath, Ranmore Common and Banstead Heath. Like the soils, the woodland, occurring on the scarp slope, the dip slope and often over the top, is also very varied and includes areas of ancient woodland, particularly on steep scarp slopes or the valley sides of the dip slope, and secondary woodland which has developed over chalk grassland. Beech-dog’s mercury woodland at the top of the slope changes to ash-field maple woodland lower down. Yew woodland occurs on steeper slopes where the chalk is more exposed and occasionally scattered yew stands occur in the beech woodlands. The dip slope supports even more complex woodland with beech-dog’s mercury woodland on chalk soils in dry valleys, ash-field maple woodland where the valley sides have clay soils and beech-bramble woodland on acidic soils and towards the tops of dry valleys. On the dip slope itself, oak-bracken-bramble woodland occurs on the clay with flint surface deposits and heathy oak-birch woodland on sandy acidic soils. The exposed chalk of the valley sides of the Mole Gap supports species rich ancient semi-natural woodland, possibly even primary woodland on the steepest slopes of Box Hill and areas of box scrub of European importance. The whole area is included in the Mole Gap to Reigate Escarpment SSSI and SAC.

3.10.2.5 Wealden Greensand Countryside Character Area On page 2.44 of the County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, the following description is provided of the Wealden Greensand Countryside Character Area. National Context: The Wealden Greensand extends from the coast at Folkestone into East Hampshire along the south side of the North Downs. To the south is the Low Weald and towards the west it extends down to meet the South Downs. It has south facing scarp and north facing dip slopes whose topography and land cover become more complex moving from east to west from mixed, enclosed farming on undulating land to open heathland, woodland and rough grazing on rolling hills with steep sided valleys. Surrey Perspective: The Wealden Greensand cuts across Surrey from Kent to Hampshire and extends south of Haslemere into West Sussex. It lies between the North Downs and, in the south, the Low Weald. Local variations in geology, soils and landform create a particularly diverse landscape. Bands of Gault clay, the Upper Greensand and the Lower Greensand have a variety of surface deposits from clay to sandstone and sandy limestone. Soils range from alkaline and poorly drained on the Gault clay to acidic and freely drained on the Greensand outcrops. Toward the east, around Reigate, the Wealden Greensand appears as a band of low hills. This becomes a series of high hills at the heart of the county, divided by deep interlocking valleys and, to the south and west of Guildford, the Greensand Plateau emerges. The River Wey and its tributaries cut through this plateau in narrow, steep-sided valleys. Surface water is a characteristic element across the Wealden Greensand with lakes providing locally important features on the dip slopes. Towns and transport routes are located in the gaps in between the hills at Oxted, Reigate and Redhill, and Dorking and in the valleys of the Wey at Farnham and Godalming. In contrast, Haslemere and Hindhead are located in picturesque, hilly areas. Roads in the Greensand Valley in the north of the Wealden Greensand support a string of small villages and deeply sunken north-south lanes are a particular feature of the Greensand Hills, providing picturesque, tree lined routes. Small villages are an important part of the landscape. The Arts and Crafts Movement left a number of particularly distinctive buildings with sandstone walls laid in rubble course with galletting, where tiny pieces of dark carstone are inserted into the mortar between stones, imitating the style of earlier 17

th

century buildings. The farmed landscape is predominantly pastoral occurring as pockets within forestry and woodland. These are small to medium scale areas with medium sized, regular shaped fields enclosed by low, thick hedges sometimes with hedgerow oaks. To the west, however, farmed land is more open and larger scale. Mixed species rich hedges occur in the Greensand Valley, with hazel being most


177

common on the Greensand Hills. Unmanaged hedges are generally tall and thick although some are becoming gappy and leggy. Pockets of heathland and remnant parkland occur across the whole area. The Wealden Greensand is very heavily wooded, predominantly with coniferous forestry with ancient woodland limited to the valley floors and steep valley sides. The variety of geology and soils is reflected in the variety and richness of woodlands which include many transitional areas. Acidic soils support oak-bracken-bramble woodland with heathy oak-birch woodland on lighter soils. The Gault clay supports particularly richly varied ash-field maple-dog’s mercury woodland where banks, ditches and large ash stools indicate that some are very old. Wetter woodlands have willow communities and occasionally alder-ash woodland.

3.10.2.6 Low Weald Countryside Character Area On page 2.66 of the County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, provides the following description of the Low Weald Countryside Character Area. National Context: The Low Weald wraps around the High Weald from Romney marshes in Kent to the Pevensey Levels in East Sussex. It is enclosed by the Wealden Greensand in the north and west and extends down to the South Downs. It is predominantly low lying and gently rolling with higher outcrops of sandstone and limestone on which settlements often occur. The landscape varies from moderately open with mixed farming in the east to moderately densely wooded with pasture in the west. Generally rural in character, the Low Weald has undergone rapid urbanisation, associated with the airport, around Gatwick and Crawley. Surrey Perspective: The Low Weald lies across the south of the county below the Wealden Greensand and meets a small corner of the High Weald in the south east. The underlying grey shale weathers to a yellow clay near the surface producing a heavy, wet, nutrient poor soil. However, localised outcrops of sandstone and limestone, their downwash and areas of alluvial deposits create a wide range of soil types in addition to the clay. The gently rolling landform becomes more hilly towards the south although alluvial deposits create some localised flat areas such as around Smallfield and Horley. Major roads crossing the Low Weald are out of scale with the small scale Wealden landscape. In contrast, traditional, narrow enclosed lanes, winding between hedgerows or sunken between hedge banks, are characteristic of the area. With the exceptions of Horley and Cranleigh, settlements often occur as scattered groups of houses alongside these roads. Larger villages are often centred on greens or commons such as Chiddingfold, Dunsfold and Forest Green. Traditional buildings are in local orange-red brick with tile hanging or half timbered with grey Horsham slate roofs. Recently, extensions into fields and woodlands to create bigger gardens or paddocks are having a cumulative effect on the landscape, making these areas more suburban in character. At the time of the Domesday Book approximately 70% of the Low Weald was wooded compared with about 20% elsewhere. The area is still relatively densely wooded, particularly towards the west, with areas of pasture between. Towards the east, the Low Weald has always been more open. Woodland was cleared to make way for fields, and in places, this is particularly apparent, leaving behind irregular woodland edges. In fact, the species composition of many of the hedges and shaws would indicate that theses are remnants of ancient woodland left behind during clearance. Hedges are species rich, low, thick and box shaped, the results of recent management, or tall and uncut. A rich variety of woodland cloaks the Low Weald, much of it ancient. In fact, about half of Surrey’s ancient woodland occurs in this area. Large coppice stools, interior banks, boundary banks and ditches are common and many woods are designated as SSSIs such as Glovers Wood, the Chiddingfold Woods and Staffhurst Wood. There are also a few areas of secondary woodland which have developed from scrub on abandoned fields and open commons. Heathy oak-birch woodland is most common, often with oak over hazel coppice. Base rich gills and limestone outcrops support ash-field maple woodland and there are many areas of transitional oak and ash woodland. Pockets of alder coppice woodland with mosses and sedges occur on very wet soils.


178

3.10.2.7 High Weald Countryside Character Area On page 2.74 of the County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, provides the following description of the High Weald Countryside Character Area. National Context: The High Weald extends from the Channel coastline, between Pevensey Levels and Romney Marshes, into East Sussex, West Sussex and Kent, with a small corner reaching into Surrey. It is an area of densely wooded high ground divided by numerous deep valleys. Medium sized fields enclosed by woodland support dairy farming. For the most part the landscape is intimate and enclosed although the rolling hills allow frequent view across pastoral fields to distinctive buildings of red brick, with tile hanging and exposed timber. Remnants of the iron industry occur across the area. Surrey Perspective: The High Weald occupies a small part of the south east corner of Surrey, south of the Low Weald. It is an area of sand and gravels over sandstone which forms an undulating, deeply folded landform. In Surrey, the High Weald is dominated by Dry Hill, at 172 metres, which is topped by a prehistoric Iron Age hillfort, now used for growing soft fruits. Small gills create fissures in the lower slopes and there are four lakes in this relatively small area. This area has extensive woodland with large irregular blocks between fields, many shaws and strips of coppice woodland in the gills. Much of this woodland is ancient semi-natural although small conifer plantations also occur. Most of the ancient woodland occurs as oak standards over hazel coppice with small areas of ash-field maple-dog’s mercury woodland on the sloping gill sides. The alluvial valley bottoms support alder coppice woodland and heathy oak-birch woodland is present on the acidic soils of hill tops.

3.10.2.8 The Surrey Hills Area of Outstanding Natural Beauty The 2009-2014 Management Plan for the Surrey Hills AONB provides the following description of the designated area on page 16 (section 2.2). Although the Surrey Hills is now one of the most wooded of the nationally protected areas in the country, it is still an intriguingly diverse landscape characterised by hills and valleys, traditional mixed farming, a patchwork of chalk grassland and heathland, sunken lanes, picturesque villages and market towns. The Hills stretch across the chalk North Downs that run from Farnham in the west, above Guildford, Dorking and Reigate, to Oxted in the east. They contain a mosaic of woodland, scrub and open downland with combes, spring lines, chalk pits, quarries and striking cliffs. To the south are the Greensand Hills that include Hindhead, the Devil’s Punch Bowl and Leith Hill, with ancient sunken lanes and geometric fields that have been enclosed from heaths and wooded commons. In between are the valleys of the Wey, Tillingbourne and Mole rivers, and the heaths of Frensham, Thursley and Blackheath. The Low Weald forms the southern fringe of the Area of Outstanding Natural Beauty with its extensive woodlands and small irregular fields, hedgerows and wooded shaws.

3.10.3 Key issues & challenges for the landscape & visual amenity receptor in Surrey

The County Council’s landscape strategy ‘The future of Surrey’s landscape and woodlands’, identified the following key issues for the seven countryside character areas that can found within the borders of Surrey. The key issues for the Thames Valley Countryside Character Area within the county of Surrey were identified on page 2.6 of the County Council’s landscape strategy as:

The embankments of roads, railways, mineral workings and, in particular, reservoirs are recently introduced features which dominate the landscape and form the backdrop to most views.

Wet gravel pits, fringed with vegetation are attractive landscape features of value for nature conservation and recreation but many have planning permission for restoration by landfill.


179

Plotland bungalows are particularly characteristic along stretches of the Thames, but minor improvements to bungalows or their redevelopment could rapidly change their relationship to each other and to the river.

Visually important riparian trees and woodland belts are mature or over-mature. The key issues for the Thames Basin Heaths Countryside Character Area within the county of Surrey were identified on page 2.14 of the County Council’s landscape strategy as:

Dense tree belts enclose the landscape reducing the visual impact of development and making the area appear more rural. Their removal during development is opening up views to existing and new development.

Large expanses of open heathland owned by the Ministry of Defence provide a contrast with the enclosure found in most of the rest of this area but they are surrounded by tree belts and not visible from public places in the vicinity.

The remaining open land of the Blackwater Valley is fragile and very sensitive to the impact of new development.

There are many golf courses in this area but their management is not sympathetic to the native woodland and heathland running between their fairways.

The corridor through which the A30, one of Surrey’s busiest main roads, passes varies from high quality lined with mature trees, to low quality, where it is enclosed with mixed development or conifer plantations.

The Basingstoke Canal is an important feature in the landscape, popular for recreation, and with high nature conservation value, designated as a SSSI, which requires sensitive management.

Nurseries were once common in this area. Some remain but most are now derelict, their closely planted trees and shrubs developing into woodland, some of which has value for nature conservation while others may be of historic interest.

The Wey Valley landscape is important for its visual qualities and for its nature conservation and historic interest but development, such as golf courses, and changes in management, will quickly alter its sensitive character.

The Wey Navigation is popular for recreation but no information is provided along the canal to help interpret the adjacent high quality landscape and features of considerable historic interest.

Riparian alder woods are important in the Wey Valley but are generally unmanaged and in poor condition, with little understorey or ground flora as a result of low light levels.

Willow pollards are characteristic adjacent to the Wey but many are old can be stressed by pollarding.

The key issues for the Thames Basin Lowlands Countryside Character Area within the county of Surrey were identified on page 2.22 of the County Council’s landscape strategy as:

Hedgerow trees are characteristic of farmland and provide a viable source of timber but most are mature and their numbers are in decline.

The Epsom Hospital sites are to be re-developed as housing and, although built development will centre on the current building footprint, there will be a significant change in local landscape character and in the nature of the urban-rural interface.

The Esher Commons, designated as a SSSI and a proposed Area of Historic Landscape Value, have a distinctive landscape and are important for recreation but there are difficulties in reconciling management objectives.

The Guildford Science Park is a large urban development which needs to be sensitively integrated into the rural landscape.

Many hedges and shaws have been lost from this area, eroding the hedgerow pattern and reducing its value for wildlife.


180

The key issues for the North Downs Countryside Character Area within the county of Surrey were identified on page 2.33 of the County Council’s landscape strategy as:

Tree planting has taken place on open areas of the scarp destroying valuable calcareous grassland and blocking views.

Beech woods are particularly characteristic of the North Downs but they do not provide good timber here as a result of squirrel damage and susceptibility to storm damage.

Woodlands are generally ancient and species rich providing valuable wildlife habitats but management is not sympathetic to nature conservation.

Countryside access is particularly important on the edge of Greater London but heavy recreational use is damaging the character and quality of the landscape in some areas.

Around Tatsfield and Chaldon valuable woodland is being converted into horse pasture while other fields are scrubbing over.

Non-native species such as sycamore, laurel and rhododendron are spreading into woodland near urban areas, changing their character and reducing wildlife value.

Honeypots in the Mole Gap attract many visitors and are often overcrowded but they site next to largely undiscovered, tranquil areas.

This area has many literary and artistic connections but these are not apparent to visitors.

The parkland features of Norbury Park, although decayed and overgrown, make a special contribution to the surrounding landscape but there are difficulties in reconciling management objectives.

The urban character of the A24 is juxtaposed with the rural landscape through which it passes.

Woodland on the steep valley sides has developed with little intervention resulting in particularly species rich habitats of high nature conservation value but some were damaged during the storms of 1987.

Woodland in this area is important for recreation and wildlife as well as for timber production, but management is often not fully integrated.

The key issues for the Wealden Greensand Countryside Character Area within the county of Surrey were identified on page 2.45 of the County Council’s landscape strategy as:

Sunken lanes are characteristic in this area but their banks are being damaged by vehicles and their character can be completely changed by insensitive highway improvements.

This area was relatively open in the past but is now densely wooded with many conifer plantations and there may be pressure for further planting.

Coppice woods are particularly species rich but are neglected.

The A25 and A248 are important scenic routes but there are few opportunities to pull off the road.

Buildings along the ridge are prominent and new development could detract from the picturesque qualities of existing villages.

Low density residential areas with a semi-rural character are distinctive but sensitive to change through redevelopment.

Parkland features in the farmed landscape are important but they are in decline.

Beech coppice is an important feature in this area of rarity value but it is neglected.

Some views over Frensham Ponds have been lost due to the growth of scrub woodland.

Farnham is surrounded by areas of urban fringe landscape with potential for environmental enhancement.

The key issues for the Low Weald Countryside Character Area within the county of Surrey were identified on page 2.67 of the County Council’s landscape strategy as:


181

Planning permission to extract clay will result in the loss of areas of valuable ancient semi-natural woodland but the mineral planning authority is not in a position to offer the compensation required to withdraw permissions.

Hedgerow trees are characteristic of farmland and provide a viable source of timber but most are mature, some are suffering from oak dieback and their numbers are in decline.

Shaws are distinctive but changes in management and neglect are leading to their rapid loss and those that remain have a poor structure.

Major residential development is proposed around most of Horley and this will change the character of the landscape and the nature of the urban-rural interface.

Lingfield, Smallfield, Copthorne, Newchapel, South Godstone and Blindley Heath have areas of degraded land around their edges with potential for environmental enhancement.

Ancient gill woods are distinctive and valuable for nature conservation but they are neglected and derelict and are unprotected, being too small to be included in the inventory of ancient woodlands.

The wildlife value of some woods has been reduced by the development of plantations managed for timber.

Forest Enterprise woodlands with good public access may be sold to private landowners with the loss of opportunities for recreation.

Deer control is required in these woods but it is unpopular with the public. The key issue for the High Weald Countryside Character Area within the county of Surrey were identified on page 2.74 of the County Council’s landscape strategy as:

Designation as an AONB has not prevented a decline in local distinctiveness and the development of suburban characteristics in parts of this area.

3.10.4 Impact pathways for the landscape & visual amenity receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts or effects on the landscape and visual amenity receptor. Impact Pathway LVA1: Impacts arising from new network or facility provision

The provision of new components of the transport network or facilities to serve it (e.g. park and ride sites) could, dependent on location and scale, result in impacts on the landscape and visual character of the area affected. The scale and extent of any adverse effects would depend on the location of any new development and the character of the landscape and area affected (i.e. designated landscapes). Impact Pathway LVA2: Impacts arising from network or facility maintenance & improvement

The maintenance and improvement of the existing transport network could, dependent on location and type of works being undertaken, result in impacts on the visual character of the area affected. The extent of any effects would be dependent on the nature of the works proposed and the character of the area affected. The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the landscape and visual amenity receptor.


182

3.10.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the landscape & visual amenity receptor


3.10.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on the landscape & visual amenity


Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The Accessibility Strategy is not considered to have the potential to significantly affect the Natural Environment & Biodiversity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.10.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on the landscape & visual amenity







183

Evaluation of the Scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The Air Quality Strategy is not considered to have the potential to significantly affect the Landscape & Visual Amenity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.10.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on the landscape & visual amenity






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures. Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the Scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The Congestion Strategy is not considered to have the potential to significantly affect the Landscape & Visual Amenity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.10.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on the landscape & visual amenity



184



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include two Infrastructure Measures, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the Scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The potential for the Cycling Strategy to impact upon the Landscape & Visual Amenity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.10.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on the landscape & visual amenity







Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report.


185

Evaluation of the scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The Freight Strategy is not considered to have the potential to significantly affect the Landscape & Visual Amenity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.10.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on the landscape & visual amenity






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the Scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The Parking Strategy is not considered to have the potential to significantly affect the Landscape & Visual Amenity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.10.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on the landscape & visual amenity



186



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report. Evaluation of the Scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Landscape & Visual Amenity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.10.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on the landscape & visual amenity




Evaluation of the scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The Information Provision part of the Passenger Transport Strategy is not considered to have the potential to significantly affect the Landscape & Visual Amenity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.


187

3.10.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on the landscape & visual amenity



Evaluation of the scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The potential for the Rights of Way Improvement Plan to impact upon the Landscape & Visual Amenity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.10.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on the landscape & visual amenity





Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The Road Safety & Anti-Social Driving Strategy is not considered to have the potential to significantly affect the Landscape & Visual Amenity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.


188

3.10.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on the landscape& visual amenity



Evaluation of the scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The potential for the Surrey Transport Asset Management Plan to impact upon the Landscape & Visual Amenity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.10.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on the landscape & visual amenity





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure Measures, nine Management of Infrastructure Measures, six Promotional & Behavioural Measures, five Pricing Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities.


189

The Transport Climate Change Strategy is not considered to have the potential to significantly affect the Landscape & Visual Amenity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.10.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on the landscape & visual amenity




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include 1 Infrastructure Measure, 1 Management of Infrastructure Measure and 6 Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report. Evaluation of the Scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts arising from the provision of new transport networks or facilities. Impact Pathway LVA2: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The Travel Planning Strategy is not considered to have the potential to significantly affect the Landscape & Visual Amenity receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.10.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on the landscape & visual amenity



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway LVA1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts arising from the provision of new transport networks or facilities.


190

Impact Pathway LVA2: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to impacts arising from the maintenance or improvement of existing transport networks or facilities. The potential for the Walking Strategy to impact upon the Landscape & Visual Amenity receptor will be covered in the SEA for the new Surrey Transport Plan.

3.10.6 Outcomes of the scoping exercise for the landscape & visual amenity receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the landscape and visual amenity receptor for the following components of the Plan.




The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the landscape and visual amenity receptor and will not be assessed in the SEA for the new Surrey Transport Plan.

Accessibility Strategy Passenger Transport Strategy: Information




Parking Strategy

The assessment of the new Surrey Transport Plan for the landscape and visual amenity receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.10.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


191

3.11 The Welfare, Health & Well-being Receptor

3.11.1 Definition of the welfare, health & well-being receptor The Welfare, Health & Well-being receptor covers effects on the welfare, health and well being of the local population, including perceived risks to people’s health and wellbeing (e.g. noise, odour, light pollution, etc.) or of ill-health or injury (e.g. increased traffic movements), and the capacity to create opportunities for people to engage in activities that could give rise to health benefits. The receptor covers the topic of ‘population’ and ‘human health’ as required by the European Directive and UK Regulations on the environmental assessment of plans and programmes. The risks to the welfare, health and well-being receptor directly associated with the transport sector could arise as a consequence of the continued use of the network. The risks would be avoidable (in that steps could be taken to reduce the potential for adverse effects and to maximise the opportunities for beneficial effects). The welfare, health and well-being receptor would be highly sensitive to the effects of transport related activities. The chapter of the Environmental Report that deals with the Welfare, Health & Well-being receptor will also fulfil the requirement for the new Surrey Transport Plan to have been subject to Health Impact Assessment.

3.11.2 Baseline for welfare, health & well-being in Surrey The county of Surrey had an estimated resident population of 1,109,700 people in 2008, and an average population density of 6.6 persons per hectare. Since 1991 the county has experienced substantial growth of its population, with a 3.5% increase between 1991 and 2001. In terms of age structure, the largest segment of Surrey’s population (54.5%) is made up of people aged between 25 years and 64 years. The 2001 Census indicated that the proportions of the population made up by children (from new born to 15 years) at 19.4%, and older people (aged 75 years and above) at 8.0%, had increased slightly when compared with the 1991 Census figures (of 18.8% and 7.5% respectively)

(51).

A review of the baseline data and information relevant to the welfare, health and well-being receptor compiled by the eleven districts and boroughs for the sustainability appraisals of their emerging Local Development Frameworks is provided in Table 3.11A. Table 3.11A: Review of District & Borough LDF SA baselines for the Welfare, Health & Well-

being receptor


Objective To facilitate the improved health & wellbeing of the whole population.


Indicator: Population & age structure. Baseline: Total population, 121,936. Problems & Constraints: Aging population.

Indicator: Life expectancy (years). Baseline: In 2004-06, for males 80.4 years & for females 83.6 years. Trends: 0.6 increase for males, no change for females from 2001-2004 to 2003-2005.

Indicator: % people whose health is classed as good. Baseline: In April 2001, 76.2%.

Indicator: Health ranking for Indices of Multiple Deprivation.

51

Census 2001, National Statistics: London.


192

Elmbridge Borough Council (continued)

Objective To create & maintain safer & more secure communities.


Indicator: No. recorded offences (per 1,000 people): domestic violence; violence against the person; sexual offences; robbery; burglary; theft of motor vehicle; theft from motor vehicle; drug offences. Baseline: In 2004, estimated as 350+ cases. Target: To reduce crime. Trends: UK crime rate dropped in 2009.

Indicator: Proportion of people living in fear of crime: % very worried about burglary; % high level of worry about car crime; % high level of worry about violent crime. Trends: Fear of crime is high.

Indicator: Deaths & casualties arising from fires per 100,000 population. Baseline: For 2006, 12.

Indicator: Crime ranking from the Indices of Multiple Deprivation.

Objective To reduce noise pollution.


Indicator: % people who would benefit from new quiet road surfacing. Trends: Surrey County Council predict the use of low noise surfacing will benefit 16% of the population by 2010/11.

Objective To reduce light pollution.


Indicator: No. new floodlighting installations including the number of fittings installed which minimise light pollution.




Indicator: % people who would benefit from quiet road surfacing.



Indicator: No. new floodlighting installations including the number of fittings installed which minimise light pollution.



Indicator: Life expectancy.

Indicator: % people whose health is classed as good.

Indicator: No. new healthcare facilities provided & no. lost to alternative uses.

Indicator: Performance of Acute NHS Trust & completion of Extra Care Housing.

Objective To reduce poverty & social exclusion.


Indicator: % all respondents satisfied with the local bus service.

Indicator: Access to services.



Indicator: No. recorded offences per 1,000 people.

Indicator: Proportion of people that live in fear of crime.

Indicator: Pedestrians/cyclists – no. killed & seriously injured.

Indicator: No. people killed or seriously injured in road accidents.

Indicator: Deaths & casualties arising from fires.







Indicator: Death rates from circulatory disease, cancer, accidents & suicide. Target: To reduce death rates from preventable causes & improve other indicators of health & well being over the long-term. Trends: Between 1950 & 1999 cancer deaths rose from 15% to 27% in men & from 16% to 23% in women – overtaking heart disease, stroke & infectious diseases as the other major killers in England & Wales. Problems & Constraints: The planning system can have limited influence.

Indicator: Average life expectancy. Baseline: 77.8 years for males & 83.2 years for females. Trends: Guildford is 29

th best life expectancy in England for males, & 5

th best for females. Problems &

Constraints: The planning system can have limited influence.

Indicator: % people who describe their health good/very good. Baseline: 94.3%. Trends: Slight improvement on Surrey average of 94%. Problems & Constraints: The planning system can have limited influence. The indicator relies on subjective opinion.


193

Guildford Borough Council (continued)



Indicator: No. recorded offences per 1,000 people. Baseline: Total notifiable crime between Aug & Oct 2006 was 1,854 incidents. Trends: Guildford ranked 95

th out of 376 LAs. Total notifiable crime between

Aug & Oct 2005 was 1,900 incidents. In 2006 this was 2.5% less than the previous year.

Indicator: Level of domestic burglaries, violent offences against the person & vehicle crimes. Baseline: 3.26 burglaries per 1,000 population, 9.22 vehicle crimes per 1,000 population, & 7.45 violent crimes per 1,000 population. Trends: Burglaries are below Surrey average of 3.38. For vehicle crime & violent crime Guildford is above Surrey averages of 8.73 & 6.34. Problems & Constraints: Perception / fear of crime must also be considered.

Indicator: % residents expressing fear of crime concerns within the borough. Target: Home Office delivery target is to reduce levels of fear of violent crime, burglary & car crime to below levels reported in the 2001 British Crime Survey by 2006.

Indicator: Pedestrians/cyclists – no. killed & seriously injured. Baseline: Between 1994 & 2004, 177 pedestrians & 78 cyclists killed or seriously injured. Target: 40% reduction by 2010. Trends: Decrease.

Indicator: Road safety – no. children killed & seriously injured. Baseline: Between 1994 & 2004, 73 children killed or seriously injured. Target: 50% reduction by 2010. Trends: Annual decrease.



Indicator: % all respondents satisfied with the local bus service. Baseline: Between 2003 & 2004 satisfaction rose from 29% to 34% countywide. Target: Original target of 54% for 2003/04 revised to 39%. Trends: Small rise in satisfaction.

Indicator: Access to services. Target: To improve access to key facilities for all. Trends: Above average performance in terms of local services & below average performance in terms of local amenities.

Indicator: % rural respondents satisfied with transport in the borough, including access to town centre.

Objective To create & sustain vibrant communities


Indicator: % people who say they are satisfied with their local area. Baseline: BVPI survey found that residents felt that access to nature, parks & open spaces, shopping facilities, sports & leisure facilities were improving, whereas traffic congestion, wage levels & cost of living, affordable decent housing, levels of crime & pollution levels were deteriorating. Trends: On some indicators levels of satisfaction are below the national averages for 2001. When asked what needed most improving 59% of residents were not satisfied with traffic congestion, where as the national average is 22%, affordable housing had 42% not satisfied cf. 16% nationally. Levels of pollution & health provision needed least improvement.

Indicator: Provision of key services in the most accessible locations.

Objective To ensure air quality continues to improve & noise/light pollution is reduced.


Indicator: Road traffic noise reduction rate for each Transport Planning Area. Baseline: Road traffic is the greatest source of ambient noise residents are exposed to. A3 trunk road runs through borough & M25 passes through north east of the area. A3 is a particular source of noise nuisance to residents between Stag Hill & Westborough where noise can reach levels equivalent to Category D of PPG24.

Indicator: No. complaints relating to light pollution.

Indicator: No. noise pollution incidents recorded.

Indicator: No. areas of tranquillity within the borough. Baseline: Surrey is the least tranquil county in England. Trends: Tranquillity has declined since the 1960’s.



Indicator: Achievement of ‘Accessible Natural Greenspace Standards’. Target: People living in towns & cities should have greenspace <300 m from home, 1 ha of LNR per 1,000 people, & at least 1 accessible 20 ha site within 2 km of home, 1x 100 ha site within 5 km & 1x 500 ha within 10 km. Problems & Constraints: Consider applying standards at a ward or parish level.





Indicator: Life expectancy. Baseline: For MVDC in 2001, for males 77.7 years & females 82.6 years & in 2004-06 for males 79.9 years & females 83.4 years. Trends: Life expectancy is above the England average & is increasing for both males & females.

Indicator: % people whose health is classed as good.

Indicator: Rate of physical activity. Baseline: For MVDC in April 2007, 24.33% of the population participated in sport. Problems & Constraints: Definition of sport participation used is % adult (16+) population taking part in at least moderate intensity sport & active recreation of at least 30 minutes duration on at least 3 days a week.


194

Mole Valley District Council (continued)



Indicator: % all respondents satisfied with the local bus service. Target: 46% satisfaction by 2010. Trends: Satisfaction is increasing.

Indicator: Local bus services (passenger journeys per year). Target: 25.8 million by 2010/11. Trends: Amount of journeys per year is increasing.

Indicator: Access to services.

Indicator: % rural households at set distances from key services.



Indicator: No. recorded offences per 1,000 people. Baseline: In 2006/07, 10 violent offences, 2 burglaries, 1 motor vehicle theft & 6 thefts from motor vehicles. Trends: No. recorded offences decreasing for majority of crimes. Problems & Constraints: Different statistics may not be comparable.

Indicator: The proportion of people that live in fear of crime.

Indicator: Pedestrians/cyclists – no. killed or seriously injured. Baseline: In 2006, 36.1 pedestrians & 33.6 cyclists.

Indicator: No. people killed or seriously injured in road accidents. Baseline: In 2006, 424 persons. Trends: Slight increase in casualties.

Indicator: Deaths & casualties arising from fires. Baseline: In 2005, 17 in total.



Indicator: The monitoring of LEQ noise levels around airports. Baseline: In May 2005, total area covered by 66+ LEQ was 260.1 ha & 83 address points/properties. Target: No increase in no. properties affected. Problems & Constraints: The noise contours may be revised over time & current (1996) forecasts are based on daytime data only.

Indicator: % population who would benefit from new quiet road surfacing.



Indicator: No. new floodlighting installations including no. fittings installed which minimise light pollution.







Indicator: Life expectancy. Baseline: In 2004-06, for males 78.7 years & females 81.7 years. Trends: There has been an increase.

Indicator: % people who said their health was poor. Baseline: In April 2001, 6.0%.

Indicator: A&E emergency admission waits (% patients admitted to hospital via A&E within 4 & 12 hours of decision to admit). Baseline: For Surrey & Sussex Healthcare NHS Trust in 2008/09, 100% admitted within 2 hours. Target: No-one (98%) to be waiting in A&E for over 4 hours.

Indicator: Physically active children. Baseline: In 2006/07, 74.1% of children.

Indicator: Proportion of children who walk/cycle to school. Baseline: In 2007, 39% walk & 1% cycle at primary & 40% walk & 2% cycle at secondary. Target: For Surrey for 2008/09, for 300 schools to actively participate in sustainable travel initiatives.



Indicator: No. recorded offences in 2007/08 per 1,000 people. Baseline: In 2007/08, 16 violent offences, 1 robbery, 3 burglaries, 2 thefts of motor vehicles, & 5 thefts from vehicles. Trends: Increase in violent offences, burglaries & thefts from vehicles & decrease in other offences.

Indicator: Proportion of people that live in fear of crime. Problems & Constraints: The fear of crime tends to still be rising although total crime is still decreasing.

Indicator: Pedestrians/cyclists – no. killed or seriously injured. Trends: Decreasing. Problems & Constraints: Generally higher levels of pedestrians affected, may be due to more urban environment.

Indicator: Road safety – all ages killed or seriously injured. Target: 40% reduction in people killed or seriously injured on a 1994-98 baseline by 2010, & 50% reduction in no.s for children. Trends: Decreasing. Problems & Constraints: Motorcycle figures showing a significant increase.

Indicator: Deaths & casualties arising from fires per 100,000 population.

Objective To improve accessibility to all services & facilities.


Indicator: Surrey County Council accessibility mapping.

Objective To ensure environmental noise exposure is minimised.


Indicator: LAEQ levels around airports. Baseline: In 2007, 4,800 people & 48.89 km2 affected by LAeq of

>57 dB (4.7% increase on 2006). Target: To decrease extent of LAeq contours & no. properties affected.

Indicator: Levels of noise around major roads. Target: Decrease extent of LAeq contours & no. properties affected.

Indicator: No. complaints relating to sources of noise of an industrial or commercial nature.


195

Reigate & Banstead Borough Council (continued)




Indicator: No. light pollution complaints made to LA.


Objective To facilitate the improved health & wellbeing of the population & reduce inequalities in health.


Indicator: Death rates from circulatory disease, cancer, accidents & suicide. Baseline: In 2006, 250 deaths from CHD, 281 cancer deaths, 26 deaths from accidents & 7 suicides.

Indicator: Life expectancy. Baseline: In 2005, 78.7 years for males & 82.3 years for females.

Objective To reduce crime & the fear of crime.


Indicator: Level of domestic burglaries, violent offences & vehicle crimes. Baseline: Per 1,000 population, 12.24 burglaries, 9.27 violent offences & 2.79 vehicle thefts.

Indicator: Fear of crime.

Objective To create & sustain vibrant communities.


Indicator: % people satisfied with their local area as a place to live.

Indicator: % people who feel that their local area is a place where people from different backgrounds & communities can live together harmoniously.

Indicator: % people who have carried out any of a specific list of actions, unpaid, for someone who is not a relative. Baseline: In 2001, 9%.

Objective To improve accessibility to all services & facilities.


Indicator: % rural households at set distances from key services.



Indicator: Access to & use of the countryside.




Indicator: % people whose health is classed as not good. Baseline: In April 2001, 6.6%.



Indicator: No. recorded offences per 1,000 people.

Indicator: The proportion of people that live in fear of crime.

Indicator: Pedestrians/cyclists – no. killed & seriously injured per 100,000 population.

Objective To minimise noise pollution.


Indicator: The monitoring of LEQ levels around airports.

Indicator: Total length of quiet road surfacing.



Indicator: Achievement of ‘Accessible Natural Greenspace Standards’ (Natural England). Target: For a natural area to be within 300 m of every home or workplace. Problems & Constraints: Natural area & standards need to be defined. This may duplicate open space standard.

Objective To improve accessibility & reduce road congestion & the need to travel.


Indicator: Bus routes with disabled access.




Indicator: % new development adhering to Institute of Light Engineers guidance.


Objective To improve the populations health.


Indicator: Life expectancy. Baseline: In 2000-2002, 81.5 years for females & 77.6 years for males.

Indicator: Death rate per 100,000 by accidents Target: To reduce accidents by at least 20% by 2010.

Indicator: % people who describe their health as good. Baseline: For SHBC in 2001, 76.7%.

Indicator: % people who describe their health as poor. Baseline: For SHBC in 2001, 5.3%.

Indicator: % increase in the participation rate in sport. Target: To increase participation by 1% per year until 2020, & for 50% of population participant in 30 minutes activity 5 times a week by 2020.


196


Objective To reduce crime & fear of crime.


Indicator: Vehicle crime per 1,000 population. Baseline: In 2002/03, 5.25. Target: To reduce vehicle crime by 30% from 1998/99 to 2004.

Indicator: % respondents (Fear of Crime Surveys) feeling unsafe or worried about crime per gender. Baseline: In 2002/03, 9% worried about burglary, 11% car crime & 16% violent crime. Target: An improvement on baseline year.




Indicator: % urban & rural residential population within walking distance of key services. Target: For all services to be within 10km for 90% rural households.

Indicator: % new development within 1km of main employment areas.

Indicator: % new residential development within 1km of good public transport links.

Indicator: % new commercial development within 1km of good public transport links. Target: For 80% of additional commercial development to be located in town centres or sites in urban areas accessible by public transport, cycling & walking.

Indicator: Access to services for disabled people.

Indicator: Ha accessible green space per 1,000 people. Target: 1 ha accessible natural green space per 1,000 people.

Indicator: Public transport accessibility score (PTAL).



Indicator: % respondents concerned with different categories of noise.

Indicator: Proportion of tranquil areas/loss of tranquillity.

Objective To encourage the use of more sustainable modes of transport (public transport/walking/cycling) & reduce traffic congestion.


Indicator: Frequency/reliability of public transport.

Indicator: Access to public transport




Indicator: Life expectancy. Baseline: In 2005-07, for males 79.9 years cf. 78.8 years in 2001-03, & for females 83.4 years cf. 81.7 years in 2001-03. Trends: Increase in 1.1 years for males & 1.7 years for females

Indicator: % people whose health is classed as good. Baseline: In April 2001, 73.63%.



Indicator: Access to services. Baseline: In 2003/04, 91% of respondents could access local shops very or fairly easily, 86% could access a post office, 89% could access a chemist or pharmacy, 86% could access a shopping centre or supermarket, 90% could access publicly accessible green space, 84% could access a shop selling fresh fruit and vegetables, 82% could access a bank or cashpoint, 87% could access a public transport facility, 81% could access a library, 55% could access a cultural or recreational facility, 74% could access a sport or leisure centre, 45% could access a local hospital, & 53% could access a council or neighbourhood office.

Indicator: % rural households at set distances from key services. Baseline: Between 2000 & 2007 access to cashpoints improved slightly, however banks & building societies & post offices are less accessible. Within the same time period % of residents within 4 km of doctors’ surgeries increased from 82% to 87%. Access to both primary & secondary schools remained virtually unchanged since 2000.



Indicator: No. recorded offences per 1,000 people. Baseline: In 2008/09, 8.8 offences of violence against the person per 1,000 people, 0.67 sexual offences per 1,000 people, 0.34 robberies per 1,000 people, 8.19 burglaries per 1,000 people, 9.47 offences against vehicles per 1,000 people, & 1.9 drugs offences were 1,000 people. Trends: Violence against the person, sexual offences & drug offences have risen. Robbery, burglary & offences against vehicles have decreased.

Indicator: Proportion of people that live in fear of crime.

Indicator: Pedestrians/cyclists – no. killed or seriously injured. Baseline: In 2003, no cyclists & 7 pedestrians killed or seriously injured.

Indicator: No. people killed or seriously injured in road accidents. Baseline: In 2006 (excluding motorways & trunk roads), 483 people killed or seriously injured.


197




Indicator: Monitoring of LEQ noise levels around airports. Baseline: In 2004, area covered was 1,283.34 ha & 1,262 address points. Target: No increase in extent of LEQ contours & no. properties affected.

Indicator: % population which would benefit from quiet road surfacing. Target: Surrey target is 16% in 2010. Trends: Already exceeded the target for 2010.




Indicator: % new residential development within 30 minutes public transport time of GP, hospital, secondary school, employment & a major health centre.

Objective To improve the health of the population.


Indicator: % new residential development within 30 minutes public transport time of GP, hospital & a major health centre.

Objective To improve the education & skills of the population.


Indicator: % new residential development within 30 minutes public transport time of a secondary school.

Objective To reduce crime, the fear of crime & antisocial activity.


Indicator: Level of vehicle theft.

Objective To improve accessibility to services, facilities & amenities



Indicator: Additional retail development in & around town centres (target 90%).

Objective To improve the satisfaction of people with their neighbourhood as a place to live.



Objective To encourage efficient patterns of movement.




Objective Improve the health & wellbeing of the population & reduce inequalities in health.


Indicator: Proportion of people who describe their health as good. Baseline: 74.4% describe their health as good. Trends: Census data indicates the borough is a relatively healthy place to live. Census data is, however, 7 years old.

Indicator: Proportion of people who describe their health as not good. Baseline: 5.9% describe their health as not good.

Indicator: Proportion of people with a limiting long-term illness. Baseline: 13% describe themselves as having a limiting long-term illness.

Indicator: Life expectancy. Baseline: In 2004-06, for males 79.3 years & for females 82.9 years.

Indicator: Death rates from circulatory disease, cancer, accidents & suicide. Baseline: In 2004-06, standardised mortality ratio for deaths from circulatory disease was 81.3%, for cancer was 95.1% & for accidents was 94.4%.

Indicator: No. people using sports/leisure facilities, local parks & open spaces. Baseline: In 2006, 13%, used facilities daily, 29% weekly, 22% monthly, 15% in last 6 months, & 7% in last year. Trends: Use rates have increased with those never using facilities falling by nearly 50% between 2003 & 2006. In addition the General Survey 2006 showed that 76% of residents were very satisfied or fairly satisfied with parks & open spaces in the borough. However no. fairly dissatisfied residents had risen from 4% to 6% in 2006. Problems & Constraints: SANGS may be a better indicator.

Objective Create & maintain safer & more secure communities.


Indicator: No. vehicle crimes per 1,000 population. Baseline: In 2007-08, 6.8. Trends: Total no. crimes committed in 2006/07 was 74.63 per 1,000 people compared to 77.85 in 2005/06, a drop of 4.1%.

Indicator: Proportion of local people who feel safe in their local environment. Baseline: In 2006, 93% felt very or fairly safe in daytime, & 7% felt very unsafe at night. Trends: Night time safety is an issue for a proportion of the population.

Indicator: No. road users killed or seriously injured. Baseline: In 2003, 36. Target: For Surrey, to reduce no.s to 386 for the county by 2010. Trends: No strong trend can be identified.


198

Woking Borough Council (continued)

Objective Create & sustain vibrant communities.


Indicator: Proportion of people who say that they are satisfied with their local area as a place to live. Baseline: In 2006, 74%. Trends: Whilst majority of people are satisfied, improvement is possible. The LDF can draw on IMD to identify a focus.

Indicator: Proportion of people who say they are satisfied with the provision of community & leisure facilities. Baseline: In 2006, 65%. Trends: Whilst majority of people are satisfied, improvement is possible.

Indicator: Provision of key services in the town & village centres. Baseline: 76% stated that provision of doctors surgeries was adequate, & 76% stated that provision of convenience shops was adequate.

Indicator: Proportion of convenience stores in local centres. Trends: Suggested substitute data, proportion of market share for convenience goods in local centres.

Objective Ensure that air quality continues to improve.


Indicator: Light pollution.



Indicator: Access to & use of the natural environment. Baseline: 42% of residents used parks & open spaces at least once a week & a further 22% about once a month. Target: For each household to be within 300 m of 1 natural greenspace, within 2km of a 20 ha site, within 5km of a 100 ha site & within 10km of a 500 ha site, & for there to be 1 ha of LNR per 1,000 people. Trends: The 2007 PPG17 Audit reported that 90% of households use natural & semi-natural open space.

Objective Improve public transport & reduce congestion by providing jobs & services close to where people live or where they can access them by public transport.


Indicator: Access to, frequency & reliability of public transport. Trends: Urban areas have good accessibility to services & areas to the south west, south east & north have poor access.

Indicator: Proportion of new residential development within 30 minutes public transport time of key services. Baseline: In 2007-08, 96.4% for GP surgeries, 80.85% for hospitals, 100% for primary schools, 72.6% for secondary schools, 92.2% for employment areas, & 98% for the town centre. Problems & Constraints: Whilst performance has been reasonable in general, there is scope for improvement. In particular, access to secondary school & hospital has not been satisfactory in the majority of new development.

The following sections present the information provided in the Health Profiles published in 2010 for county of Surrey and the Districts and Boroughs that together form the county. The Health Profiles are produced by the Association of Public Health Observatories.

3.11.2.1 Health profile overview for Elmbridge Borough

The 2010 Health Profile for the borough of Elmbridge provides the following summary.

The health of people in Elmbridge is generally better than the England average and life expectancy is high.

Overall, Elmbridge is one of the least deprived districts in England. However, there are health inequalities within the area. Life expectancy for men from the most deprived areas is almost 4 years lower than those from the least deprived areas.

While the level of overall poverty is low, there are over 2,500 children living in low income households.

Rates of early deaths from cancer, and from heart disease and stroke, have fallen over the last 10 years and are lower than the England average.

Both the teenage pregnancy rate and the proportion of mothers who smoke during pregnancy are low. The breast feeding initiation rate is higher than the England average. The percentage of children in Reception year classified as obese is below the England average.

Estimated levels of healthy eating and physical activity among adults are above the England average. Hospital stays for alcohol related harm are low, but an estimated 1 in 6 adults binge drink. An estimated 1 in 7 adults smoke and while the smoking related death rate is low compared to the England average, smoking accounts for over 140 deaths per year.


199

The rate of death and serious injury on the roads is lower than the England average.

3.11.2.2 Health profile overview for Epsom & Ewell Borough

The 2010 Health Profile for the borough of Epsom & Ewell provides the following summary.

Being one of the least deprived districts in England, the health of people in Epsom & Ewell is generally better than the England average. Life expectancy is high, and the early death rate from heart disease and stroke is lower than the England average.

There are health inequalities within Epsom and Ewell. Life expectancy for men from the most deprived areas is almost 7 years lower than those from the least deprived areas.

Over the last 10 years, the death rate from all causes combined, and early death rates from cancer, and from heart disease and stroke, have fallen.

Compared to England, the teenage pregnancy rate and proportion of mothers smoking in pregnancy are low. The breast feeding initiation rate is higher than average.

The proportion of children in Reception year classified as obese is lower than the England average. The proportion of children doing 3 hours each week on physical activity in school is lower than average.

Estimated rates of adult binge drinking and smoking are low. While adult obesity is also below the England average, 20% of adults are estimated to be obese.


3.11.2.3 Health profile overview for Guildford Borough

The 2010 Health Profile for the borough of Guildford provides the following summary.

The health of people in Guildford is generally better than the England average. Life expectancy is high, and rates of early deaths from cancer, and from heart disease and stroke, are lower than the England rates.

Overall, Guildford is one of the least deprived districts in England. However, there are health inequalities within the area. Life expectancy for men from the most deprived areas is over 6 years lower than for men from the least deprived areas. While the level of overall poverty is low, over 2,500 children are living in low income households.

Rates of early death from cancer, and from heart disease and stroke, are lower than a decade ago.

Both the teenage pregnancy rate and proportion of mothers smoking in pregnancy are low. Breast feeding initiation is higher than the England average.

The proportion of children spending 3 hours each week on physical activity in schools is lower than the England average.

The rate of hospital stays related to alcohol is low, but an estimated 1 in 6 adults binge drink. One in 6 adults are estimated to smoke and while the death rate is low, smoking accounts for almost 140 deaths each year.

The rate of death and serious injury on the roads is higher than the England average.

3.11.2.4 Health profile overview for Mole Valley District

The 2010 Health Profile for the district of Mole Valley provides the following summary.

The health of people in Mole Valley is generally better than the England average. Life expectancy is high, and rates of early deaths from cancer, and from heart disease and stroke, are lower than a decade ago and remain lower than the England average.

Both the teenage pregnancy rate and the percentage of mothers who smoke during pregnancy are low. Breast feeding initiation is higher than the England average.


200

The proportion of children spending 3 hours each week on physical activity in schools is lower than the England average. While overall poverty in the district is low, over 1,200 children are living in low income households.

Estimated levels of healthy eating and physical activity amongst adults in Mole Valley are higher than the England average, although it is estimated that nearly 1 in 5 adults are obese.

The rate of hospital stays related to alcohol is low, but it is estimated that almost 1 in 5 adults binge drink. An estimated 1 in 7 adults smoke, and while the smoking related death rate is lower than the England average, smoking accounts for over 100 deaths each year.

The rate of new cases of malignant melanoma skin cancer is higher than the England average.

The rate of death and serious injury on the roads is very slightly higher than the England average.

3.11.2.5 Health profile overview for Reigate & Banstead Borough

The 2010 Health Profile for the borough of Reigate & Banstead provides the following summary.

The health of people in Reigate & Banstead is generally better than the England average and life expectancy is high. Rates of early death from cancer, and from heart disease and stroke, have fallen over the last ten years and remain below the England average.

Overall Reigate & Banstead is one of the least deprived districts in England. However, there are health inequalities within the area. Life expectancy for men from the most deprived areas is over 6 years lower than those from the least deprived areas.

While the level of overall poverty is low, over 2,700 children are living in low income households.

Both the teenage pregnancy rate and proportion of mothers who smoke during pregnancy are low. Breast feeding initiation is higher than the England average.

The proportion of children in Reception year classified as obese is below the England average, as is the amount of tooth decay in children aged 5.

It is estimated that over 1 in 5 adults are obese. The rate of hospital stays related to alcohol are low, but it is estimated that nearly 1 in 5 binge drink. Around 1 in 5 adults are estimated to smoke. While the death rate is low, smoking accounts for over 170 deaths each year.

The rate of new cases of malignant melanoma skin cancer is higher than the England average.


3.11.2.6 Health profile overview for Runnymede Borough

The 2010 Health Profile for the borough of Runnymede provides the following summary.

Runnymede is one of the least deprived districts in England and the health of people in Runnymede is generally better than the England average. Life expectancy is high compared to the England average

There are health inequalities within the area. Life expectancy for men and women from the most deprived areas is around 5 years lower than for those from the least deprived areas.

Over the last 10 years, the early death rate from heart disease and stroke has fallen and is below the England average. The early death rate from cancer has also fallen slightly and is similar to the England average.

Both the teenage pregnancy rate and percentage of mothers who smoke during pregnancy are low. Breast feeding initiation is higher than the England average.

The proportion of children spending 3 hours each week on physical activity in schools is lower than average.

Estimated levels of healthy eating and physical activity among adults are higher than the England averages, although over 1 in 5 adults are estimated to be obese.

The rate of hospital stays related to alcohol are low, but around 1 in 6 adults is estimated to binge drink.


201

Almost 1 in 4 adults smoke and while the death rate from smoking is low compared to the England average, smoking accounts for over 110 deaths each year.


3.11.2.7 Health profile overview for Spelthorne Borough

The 2010 Health Profile for the borough of Spelthorne provides the following summary.

The health of people in Spelthorne is similar to the England average. Life expectancy is high, and the early death rate from heart disease and stroke is low. A high proportion of people are diagnosed with diabetes compared to the England average.

There are health inequalities within Spelthorne. For example, life expectancy for men living in the most deprived areas is over 5 years lower than for those from the least deprived areas.

Child poverty in Spelthorne is low overall, but over 2,400 children live in low income households.

Over the last 10 years, early death rates from cancer, and from heart disease and stroke have fallen.

The proportion of mothers who smoke during pregnancy is lower than the England average. The rate of breast feeding initiation is higher than the England average.

Over a quarter of adults in Spelthorne are estimated to smoke, above the England average, and smoking accounts for over 120 deaths each year. It is estimated that just over a quarter of adults are healthy eaters, although 1 in 4 are obese and 1 in 5 are binge drinkers.


3.11.2.8 Health profile overview for Surrey Heath Borough

The 2010 Health Profile for the borough of Surrey Heath provides the following summary.

The health of people in Surrey Heath is generally better than the England average. Life expectancy is high, and the rate of early death from heart disease and stroke is lower than the England average.

Over the last 10 years, the death rate from all causes, and the early death rate from heart disease and stroke, have fallen. The early death rate from cancer has risen in recent years but is still lower than 10 years ago.

Both the teenage pregnancy rate and the proportion of mothers who smoke during pregnancy are low. Breast feeding initiation is higher than the England average.

While the proportion of physically active children below the England average, the proportion of children classified as obese is better than average.

Although the level of overall poverty is low, over 1,400 children live in low income households.

Estimates suggest that almost 1 in 3 adults in Surrey Heath are healthy eaters, although 1 in 5 are obese. The rate of hospital stays related to alcohol is low, but an estimated 1 in 6 binge drink.

An estimated 1 in 6 adults smoke and while the smoking related death rate is low compared to England, smoking accounts for around 90 deaths each year.

The rate of death and serious injury on the roads is slightly lower than the England average.

3.11.2.9 Health profile overview for Tandridge District

The 2010 Health Profile for the district of Tandridge provides the following summary.

The health of people in Tandridge is generally better than the England average. Overall levels of deprivation are low and life expectancy is high.

There are health inequalities within Tandridge. For example, life expectancy for men living in the most deprived areas is almost 4 years lower than for those living in the least deprived areas.

While overall poverty in the district is low, over 1,400 children live in low income households.


202

Over the last 10 years, the early death rates from cancer, and from heart disease and stroke, have fallen and are lower than the averages for England.

The proportion of mothers who smoke during pregnancy is lower than average and the rate of breast feeding initiation is higher than the England average.

The proportion of children in Reception year classified as obese is lower than the England average. However, the proportion of children doing 3 hours of physical activity a week in school is below the England average.

Estimates suggest that healthy eating among adults is higher than the England average and just over 1 in 5 are obese, which is lower than average. An estimated 1 in 6 adults binge drink and 1 in 6 adults smoke. While the smoking related death rate is low, smoking accounts for over 100 deaths each year.


3.11.2.10 Health profile overview for Waverley Borough

The 2010 Health Profile for the borough of Waverley provides the following summary.

The health of people in Waverley is generally better than the England average. Overall levels of deprivation are low and life expectancy is higher than average.

There are health inequalities within Waverley. Life expectancy for men and women living in the most deprived areas is 5 years lower than for those living in the least deprived areas.

While overall poverty in the district is low, nearly 1,900 children are living in low income households.

Over the last 10 years, the early death rate from heart disease and stroke has fallen and remains below the England average.

Both the teenage pregnancy rate and proportion of mothers who smoke during pregnancy are low. Breast feeding initiation is higher than the England average.

The proportion of physically active children is high, and the proportion of children in Reception year classified as obese is lower than the England average.

Estimated suggest that 1 in 3 adults eat healthily and 1 in 5 are obese. Over 1 in 6 adults binge drink and there are over 1,900 hospital stays for alcohol related harm each year. Around 1 in 7 adults are estimated to smoke and smoking accounts for over 140 deaths each year.

The rate of death and serious injury on the roads is very slightly lower than the England average.

3.11.2.11 Health profile overview for Woking Borough

The 2010 Health Profile for the borough of Woking provides the following summary.

The health of people in Woking is generally better than the England average. Life expectancy is high, and the early death rate from heart disease and stroke is lower than the England average.

There are health inequalities within Woking. Life expectancy for men from the most deprived areas is 5 years lower than for men from the least deprived areas.

While overall poverty in the district is low, nearly 2,000 children in Woking are living in low income households.

Over the last 10 years, the early death rate from heart disease and stroke has fallen. The early death rate from cancer has also fallen and is similar to the England average.

Both the teenage pregnancy rate and the proportion of mothers smoking in pregnancy are lower than the England average. The rate of breast feeding initiation is higher than the England average.

The proportion of children who spend at least 3 hours each week on physical activity in school is higher than the England average.


203

Hospital stays related to alcohol are low, but almost 1 in 6 adults are estimated to binge drink. Around 1 in 5 adults are estimated to smoke, and while the smoking related death rate is lower than the England average, smoking accounts for over 110 deaths each year.


3.11.2.12 Health profile overview for the county of Surrey

The 2010 Health Profile for the county of Surrey provides the following summary.

The health of people in Surrey is generally better than the England average. Levels of deprivation are low and life expectancy is higher than average.

Over the last 10 years, the rates of early death from cancer, and from heart disease and stroke, have fallen and have remained below the England average.

Both the teenage pregnancy rate and the proportion of mothers who smoke during pregnancy are low. Breast feeding initiation is higher than the England average.

While the proportion of children in Reception year classified as obese is below the England average, physical activity levels are low. There are over 21,000 children living in low income households.

Estimated levels of physical activity and healthy eating in adults are high compared to the England averages, although over 1 in 5 adults are obese.

The rate of hospital stays for alcohol related harm is lower than the England average, but it is estimated that nearly 1 in 6 adults binge drink.

It is estimated that around 1 in 6 adults smoke and while the smoking related death rate is low, there are over 1,300 smoking related deaths in Surrey each year.

Although the proportion of people diagnosed with diabetes is low compared with the England average, almost 40,000 people in Surrey have this diagnosis.

The rate of death and serious injury on the roads is very slightly lower than the England average.

Priorities for action identified for Surrey include hospital admissions for alcohol related harm, childhood obesity, smoking, social care and teenage pregnancy.

3.11.3 Key issues & challenges for the welfare, health & well-being receptor in Surrey

The 2010 Health Profiles for the districts and boroughs and for the county of Surrey identify a range of key issues and challenges that need to be addressed with respect to the overall health and wellbeing of the population. The priorities for action that have been identified for the county of Surrey as a whole include the rates of hospital admissions related to alcohol, the incidence of childhood obesity in children of Reception class age, the rates of smoking observed amongst the adult population, the incidence of teenage pregnancy, and the demands that an aging population places on social care provision. The county as a whole, and the borough of Epsom and Ewell, the borough of Guildford, the district of Mole Valley, the borough of Runnymede, the borough of Surrey Heath, and the district of Tandridge all performed significantly worse than the England average on the issue of physical activity in children. The county as a whole, and the district of Mole Valley, and the borough of Reigate and Banstead each performed significantly worse than the England average on the issue of the incidence of malignant melanoma. The borough of Guildford, the borough of Spelthorne and the district of Tandridge each performed significantly worse than the England average on the issues of road deaths and injuries.


204

The borough of Spelthorne performed significantly worse than the England average on the issues of smoking amongst adults, and the number of people diagnosed with diabetes.

3.11.4 Impact pathways for the welfare, health & well-being receptor for the new Surrey Transport Plan

There are a number of different pathways by which the measures that could be used to pursue the objectives of the new Surrey Transport Plan could give rise to impacts or effects on the welfare, health and well-being receptor. Impact Pathway WHWB1: Risks of death and serious injury to road users

The continued use, and the maintenance and improvement of the transport network could give rise to effects on the risks of death and injury that face different categories of road users. The implementation under the new Surrey Transport Plan of measures designed to reduce the risks of death and injury for different groups of road users could give rise to beneficial effects on the receptor. Impact Pathway WHWB2: Risks to respiratory health from transport related air quality

impacts

The continued use of the transport network, and the vehicle emissions arising from that use, could give rise to effects on the respiratory health of individuals within the local population. The implementation under the new Surrey Transport Plan of measures designed to reduce the incidence of congestion and of transport related emissions to air could give rise to beneficial effects on the receptor. Impact Pathway WHWB3: Risks to health and well-being from transport related noise

The maintenance and further development of the transport network and its continued use could give rise to noise nuisance that may affect the well-being and quality of life of individuals living in close proximity to the road network. The implementation under the new Surrey Transport Plan of measures designed to mitigate road-related noise pollution could help to minimise the risks of adverse impact to which people are exposed. Impact Pathway WHWB4: Risks to health and well-being from transport related stress

The continued use of the transport network could give rise to effects on the health and well-being of travellers as a consequence of stress (e.g. due to congestion and the frustrations arising from unpredictable journey times). The implementation under the new Surrey Transport Plan of measures designed to reduce congestion could help to minimise the risks of adverse impact to which people are exposed. Impact Pathway WHWB5: Opportunities to increase physical activity

The further development of the transport network could give rise to increased opportunities for the use of alternatives to the car (i.e. cycling and walking), particularly for local journeys, that could give rise to a rise in the levels of physical activity in which the population engages. The implementation under the new Surrey Transport Plan of measures to promote and enable increased levels of walking and cycling could help to improve the fitness of individuals. The initial scoping exercise, and subsequent assessment work (which will be set out in the Environmental Report for the Surrey Transport Plan), makes use of the impact pathways to determine whether the packages of measures that would be employed to implement the Plan would have the potential to give rise to impacts on the welfare, health and well-being receptor.


205

3.11.5 Scoping the potential for the new Surrey Transport Plan to give rise to significant effects on the welfare, health & well-being receptor


3.11.5.1 Scoping the potential for the Accessibility Strategy to give rise to significant effects on welfare, health & well-being


Management of Infrastructure Measures: (1)‘Wheels to Learn’ scheme. A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Accessibility Strategy’s objectives. Those include seven separate Infrastructure Measures, three separate Management of Infrastructure Measures, six separate Promotional & Behavioural Measures, and three separate Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Accessibility Strategy are given in Section 2.2.1 of this Scoping Report. Evaluation of the scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Accessibility Strategy would not have the potential to give rise to opportunities to increase physical activity. The Accessibility Strategy is not considered to have the potential to significantly affect the Welfare, Health & Well-being receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.11.5.2 Scoping the potential for the Air Quality Strategy to give rise to significant effects on welfare, health & well-being




Other Measures (including land use measures): (1)Encourage boroughs & districts to consider adopting minimum emissions standards or vehicle age restrictions into taxi licensing procedures; (2)Working with partners to consider air quality issues in identification of appropriate developer-


206

funded mitigation schemes; (3)Working with partners to consider air quality issues in the local development framework process in respect of the location & type of development, & the need for local infrastructure improvements & controls; (4)Working with partners to consider air quality issues in providing guidance on parking provision.

A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Air Quality Strategy’s objectives. Those include seven separate Infrastructure Measures, six separate Management of Infrastructure Measures, seven separate Promotional & Behavioural Measures, and one Pricing Measure. Details of all the measures, main and secondary that will contribute to implementation of the Air Quality Strategy are given in Section 2.2.2 of this Scoping Report. Evaluation of the scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Air Quality Strategy would have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Air Quality Strategy would not have the potential to give rise to opportunities to increase physical activity. The potential for the Air Quality Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.5.3 Scoping the potential for the Congestion Strategy to give rise to significant effects on welfare, health & well-being






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Congestion Strategy’s objectives. Those include one Infrastructure Measure, six separate Management of Infrastructure Measures, three separate Promotional & Behavioural Measures, one Information Provision Measure, and six Pricing Measures.


207

Details of all the measures, main and secondary that will contribute to implementation of the Congestion Strategy are given in Section 2.2.3 of this Scoping Report. Evaluation of the scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Congestion Strategy would have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Congestion Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Congestion Strategy would not have the potential to give rise to opportunities to increase physical activity. The potential for the Congestion Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.5.4 Scoping the potential for the Cycling Strategy to give rise to significant effects on welfare, health & well-being




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Cycling Strategy’s objectives. Those include 2 Infrastructure Measures and 4 Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Cycling Strategy are given in Section 2.2.4 of this Scoping Report. Evaluation of the scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Cycling Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise.


208

Impact Pathway WHWB4: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Cycling Strategy would have the potential to give rise to opportunities to increase physical activity. The potential for the Cycling Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.5.5 Scoping the potential for the Freight Strategy to give rise to significant effects on welfare, health & well-being







Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Freight Strategy’s objectives, the measure concerned is an Infrastructure Measure. Details of all the measures, main and secondary that will contribute to implementation of the Freight Strategy are given in Section 2.2.5 of this Scoping Report. Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Freight Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related stress.


209

Impact Pathway WHWB5: The main measures proposed as the means of implementing the Freight Strategy would not have the potential to give rise to opportunities to increase physical activity. The potential for the Freight Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.5.6 Scoping the potential for the Parking Strategy to give rise to significant effects on welfare, health & well-being






A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Parking Strategy’s objectives. Those include one Infrastructure Measure, and four Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Parking Strategy are given in Section 2.2.6 of this Scoping Report. Evaluation of the Scope for significant impacts on the Landscape & Visual Amenity receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Parking Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Parking Strategy would not have the potential to give rise to opportunities to increase physical activity. The potential for the Parking Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.5.7 Scoping the potential for the Local Bus part of the Passenger Transport Strategy to give rise to significant effects on welfare, health & well-being



210



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Local Bus part of the Passenger Transport Strategy’s objectives. Those include three Information Provision Measures. Details of all the measures, main and secondary that will contribute to implementation of the Local Bus part of the Passenger Transport Strategy are given in Section 2.2.7 of this Scoping Report. Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would not have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would not have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Local Bus part of the Passenger Transport Strategy would not have the potential to give rise to opportunities to increase physical activity. The potential for the Local Bus part of the Passenger Transport Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.5.8 Scoping the potential for the Information Provision part of the Passenger Transport Strategy to give rise to significant effects on welfare, health & well-being




Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to effects on the risks of death &/or serious injury to road users.


211

Impact Pathway WHWB2: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Information Provision part of the Passenger Transport Strategy would not have the potential to give rise to opportunities to increase physical activity. The Information Provision part of the Passenger Transport Strategy is not considered to have the potential to significantly affect the Welfare, Health & Well-being receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.11.5.9 Scoping the potential for the Rights of Way Improvement Plan to give rise to significant effects on welfare, health & well-being



Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Rights of Way Improvement Plan would have the potential to give rise to opportunities to increase physical activity. The potential for the Rights of Way Improvement Plan to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.


212

3.11.5.10 Scoping the potential for the Road Safety & Anti-Social Driving Strategy to give rise to significant effects on welfare, health & well-being





Another measure, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Road Safety & Anti-Social Driving Strategy’s objectives, the measure concerned is a Promotional & Behavioural Measure. Details of all the measures, main and secondary that will contribute to implementation of the Road Safety & Anti-Social Driving Strategy are given in Section 2.2.9 of this Scoping Report. Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Road Safety & Anti-Social Driving Strategy would not have the potential to give rise to opportunities to increase physical activity. The potential for the Road Safety & Anti-Social Driving Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.5.11 Scoping the potential for the Surrey Transport Asset Management Plan to give rise to significant effects on welfare, health & well-being




213

Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would not have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Surrey Transport Asset Management Plan would not have the potential to give rise to opportunities to increase physical activity. The potential for the Surrey Transport Asset Management Plan to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.5.12 Scoping the potential for the Transport Climate Change Strategy to give rise to significant effects on welfare, health & well-being





A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Transport Climate Change Strategy’s objectives. Those include three Infrastructure five Pricing Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Transport Climate Change Strategy are given in Section 2.2.11 of this Scoping Report. Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to effects on the risks to respiratory health from transport related air pollution.


214

Impact Pathway WHWB3: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Transport Climate Change Strategy would not have the potential to give rise to opportunities to increase physical activity. The Transport Climate Change Strategy is not considered to have the potential to significantly affect the Welfare, Health & Well-being receptor at the local or strategic levels, and therefore will not be covered in the SEA for the new Surrey Transport Plan.

3.11.5.13 Scoping the potential for the Travel Planning Strategy to give rise to significant effects on welfare, health & well-being




A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Travel Planning Strategy’s objectives. Those include one Infrastructure Measure, one Management of Infrastructure Measure and six Promotional & Behavioural Measures. Details of all the measures, main and secondary that will contribute to implementation of the Travel Planning Strategy are given in Section 2.2.12 of this Scoping Report. Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Travel Planning Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Travel Planning Strategy would not have the potential to give rise to opportunities to increase physical activity. The potential for the Travel Planning Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.


215

3.11.5.14 Scoping the potential for the Walking Strategy to give rise to significant effects on welfare, health & well-being



A range of other measures, to be primarily promoted under other strategies within the Surrey Transport Plan, will contribute to achievement of the Walking Strategy’s objectives. Those include one Infrastructure Measure, two Promotional & Behavioural Measures, and one Other Measure. Details of all the measures, main and secondary that will contribute to implementation of the Walking Strategy are given in Section 2.2.13 of this Scoping Report. Evaluation of the Scope for significant impacts on the Welfare, Health & Well-being receptor Impact Pathway WHWB1: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to effects on the risks of death &/or serious injury to road users. Impact Pathway WHWB2: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to effects on the risks to respiratory health from transport related air pollution. Impact Pathway WHWB3: The main measures proposed as the means of implementing the Walking Strategy would not have the potential to give rise to effects on the risks to health & well-being from transport related noise. Impact Pathway WHWB4: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to effects on the risks to health & well-being from transport related stress. Impact Pathway WHWB5: The main measures proposed as the means of implementing the Walking Strategy would have the potential to give rise to opportunities to increase physical activity. The potential for the Walking Strategy to impact upon the Welfare, Health & Well-being receptor will be covered in the SEA for the new Surrey Transport Plan.

3.11.6 Outcomes of the scoping exercise for the welfare, health & well-being receptor & outline of the proposed method of assessment

In summary, the SEA for the new Surrey Transport Plan will include assessment of the potential impacts on the welfare, health & well-being receptor for the following components of the Plan: Air Quality Strategy Rights of Way Improvement Plan

Congestion Strategy Road Safety & Anti-Social Driving Strategy






216

The following strategies are not considered to be likely to give rise to significant risks of adverse impact on the welfare, health & well-being receptor and will not be assessed in the SEA for the new Surrey Transport Plan. Accessibility Strategy Transport Climate Change Strategy


The assessment of the new Surrey Transport Plan for the welfare, health and well-being receptor will be a qualitative exercise, based on an evaluation of the potential of the individual strategies (in terms of the main measures that would be used to implement them) to impact or effect the receptor via the identified impact pathways (see section 3.11.4). The proposed measures will be assessed on an individual basis, and the significance of any impacts or effects to which they might give rise will be determined on the grounds of the extent to which any single project delivered under the measure in question would be likely to require Environmental Impact Assessment (EIA) as part of the relevant development consent or licensing regime (e.g. under the appropriate planning or transport legislation).


217

Bibliography

Babtie Group, 2003.Assessment of Need for Waste Disposal & Management Facilities in Surrey. Babtie Group for Surrey County Council; Kingston-upon-Thames.

Commission of the European Communities (CEC), 1998. Directive 98/83/EC on the quality of water intended for human consumption. Official Journal of the European Communities, L 330, 05/12/1998, pp.32-54.

Commission of the European Communities (CEC), 2001. Directive 2001/42/EC on the assessment of the effects of certain plans and programmes on the environment. Official Journal of the European Communities, L 197, 21/07/2001, pp.30-37.

Commission of the European Communities (CEC), 2001. Communication from the Commission to the Council, the European Parliament, the Economic & Social Committee, & the Committee of the Regions on the Sixth Environment Action Programme of the European Community ‘Environment 2010: Our Future, Our Choice’ – The Sixth Environment Action Programme. Commission of the European Communities, Brussels.

Council of the European Union, 2006. Renewed European Union Sustainable Development Strategy as adopted by the European Council on 15/16 June 2006. Commission of the European Communities, Brussels.

Department for the Environment, Food & Rural Affairs and Department of Trade & Industry, 2003. Changing Patterns: UK Government Framework for Sustainable Consumption & Production. Department for the Environment, Food & Rural Affairs, London.

Department of the Environment, Food & Rural Affairs, 2003. Agricultural Land Classification: Protecting ‘the best and most versatile agricultural land’. Rural Development Service Guidance Note. Department of the Environment, Food & Rural Affairs: London.

Department for Transport, 2009. London Strategic Environmental Assessment Guidance for Transport Plans & Programmes (Transport Analysis Guidance Unit 2.11) – ‘In draft’ Guidance. DfT; London.

Elmbridge Borough Council, 2009. Local Development Framework Core Strategy Development Plan Document – Preferred Approach & Final Options Consultation 2009. Elmbridge Borough Council; Esher.

Elmbridge Borough Council, 2009. Sustainability Appraisal of the Core Strategy: Preferred Approach & Final Options 2009. Elmbridge Borough Council; Esher.

Epsom & Ewell Borough Council, 2007. Local Development Framework Core Strategy Development Plan Document. Epsom & Ewell Borough Council; Epsom.

Epsom & Ewell Borough Council, 2007. Local Development Framework Sustainability Appraisal Scoping Report – May 2005, updated 2007. Epsom & Ewell Borough Council; Epsom.

Forestry Commission, 2002. National Inventory of Woodland & Trees: Regional Report for South East,

Forestry Commission.

Forestry Commission, 2001. National Inventory of Woodland & Trees: England, Forestry Commission.

Government Office for the South East, 2009. The South East Plan: Regional Spatial Strategy for the South East of England. Government Office for the South East, Guildford.

Guildford Borough Council, 2009. Local Development Framework Core Strategy Development Plan Document: Consultation Draft. Guildford Borough Council; Guildford.


218

Guildford Borough Council, 2007. Sustainability Appraisal (incorporating SEA) Scoping Report for Site Allocations DPD, Slyfield AAP & SPDs. Guildford Borough Council; Guildford.

HM Government, 2010. Conservation of Habitats & Species Regulations 2010 (Statutory Instrument 2010 No.490). HMSO; London.

Her Majesty’s Government, 2005. Securing the Future: The UK Government Sustainable Development Strategy. The Stationery Office, London

Her Majesty’s Government, 2005. Planning Policy Statement 1: Delivering Sustainable Development. Her Majesty’s Stationery Office, London.

Her Majesty’s Government, 2004. The Environmental Assessment of Plans & Programmes Regulations 2004, Statutory Instrument 2004 No. 1633. The Stationery Office, London.

Her Majesty’s Government, 2004. The Future of Transport: a network for 2030. Department for Transport, London.

Her Majesty’s Government, 2002. Planning Policy Guidance 13: Transport. Her Majesty’s Stationery Office, London.

HM Government, 2000. Air Quality Strategy for England, Scotland, Wales & Northern Ireland. HMSO; London.

Mole Valley District Council, 2009. Local Development Framework Core Strategy Development Plan Document. Mole Valley District Council; Dorking.

Mole Valley District Council, 2009. Sustainability Appraisal & SEA of the Core Strategy: Sustainability Appraisal Report. Mole Valley District Council; Dorking.

National Statistics & Department of Environment, Food & Rural Affairs, 2004. Quality of Life Counts: Indicators for a strategy for sustainable development for the United Kingdom – 2004 Update. National Statistics & Department of Environment, Food & Rural Affairs: London.

Office of the Deputy Prime Minister. 2004. Land Use Change in England to 2003. Office of the Deputy Prime Minister: London.

Office of the Deputy Prime Minister, 2003. The Strategic Environmental Assessment Directive: Guidance for Planning Authorities. Office of the Deputy Prime Minister: London.

OFWAT, 2004. Security of Supply Leakage & the Efficient Use of Water 2003-2004 Report. OFWAT; London.

Reigate & Banstead Borough Council, 2009. Local Development Framework Core Strategy Development Plan Document. Reigate & Banstead Borough Council; Reigate.

Reigate & Banstead Borough Council, 2009. Sustainability Appraisal & SEA Development Management & Site Allocations DPD: Revised Scoping Report. Reigate & Banstead Borough Council; Reigate.

Runnymede Borough Council, 2009. Local Development Framework Core Strategy Development Plan Document: Preferred Approaches. Runnymede Borough Council; Addlestone.

Runnymede Borough Council, 2008. Draft Scoping Report for the Sustainability Appraisal & EA for Runnymede BC’s LDF. Runnymede Borough Council; Addlestone.

South East England Regional Assembly, 2008. The South East Regional Sustainability Framework: Towards a Better Quality of Life. South East England Regional Assembly, Guildford.

Spelthorne Borough Council, 2009. Local Development Framework Core Strategy & Policies Development Plan Document. Spelthorne Borough Council; Staines.


219

Spelthorne Borough Council, 2007. Sustainability Appraisal of the Spelthorne Development Plan – Core Strategy & Policies DPD & Allocations DPD. Spelthorne Borough Council; Staines.

Surrey Biodiversity Partnership, 1999. The Surrey Biodiversity Action Plan. Surrey Biodiversity

Partnership.

Surrey County Council, 2006. Surrey’s Second Local Transport Plan: 2006 to 20011. Surrey County Council, Kingston-upon-Thames.

Surrey County Council, 2001. Surrey’s Heritage Strategy. Surrey County Council, Kingston-upon-Thames

Surrey County Council, 2000. Surrey Urban Capacity Study. Surrey County Council, Kingston-upon-Thames

Surrey County Council, 1997. The Future of Surrey’s Landscape & Woodlands: Part 2 – Landscape Strategy. Surrey County Council, Kingston-upon-Thames.

Surrey Economic Partnership, 2006. Economic Strategy 2006-2011: Draft Final Version. Surrey Economic Partnership, Guildford.

Surrey Heath Borough Council, 2008. Local Development Framework Core Strategy & Development Management Options Development Plan Document. Surrey Heath Borough Council; Camberley.

Surrey Heath Borough Council, 2005. Sustainability Appraisal & SEA: Revised Scoping Report 2005. Surrey Heath Borough Council; Camberley.

Surrey Hills AONB Partnership, 2009. Surrey Hills Area of Outstanding Natural Beauty (AONB) Management Plan 2009-2014. Surrey Hills Board, Mickleham, Surrey.

Surrey Local Government Association, 2003. An Integrated Waste Management Strategy for Surrey: Consultation Draft. Surrey Local Government Association.

Tandridge District Council, 2008. Local Development Framework Core Strategy Development Plan Document. Tandridge District Council; Oxted.

Tandridge District Council, 2009. Tandridge District Council Local Development Framework: Sustainability Appraisal & SEA - Sustainability Appraisal Baseline Data Report. Tandridge District Council; Oxted.

United Nations, 2002. Report of the World Summit on Sustainable Development. United Nations, Johannesburg.

Wade, S., Hossell, J., Hough, M. & Fenn, C. (ed.s), 1999. Rising to the Challenge: The impacts of climate change in the South East (Technical Report).

Waverley Borough Council, 2009. Draft Spatial Portrait, Issues, Objectives & Spatial Vision – Core Strategy Issues & Options Consultation. Waverley Borough Council; Godalming.

Waverley Borough Council, 2007. Sustainability Appraisal Scoping Report. Waverley Borough Council; Godalming.

Woking Borough Council, 2009. Core Strategy – Issues & Options Consultation. Woking Borough Council; Woking.

Woking Borough Council, 2009. Local Development Framework Core Strategy Sustainability Appraisal Scoping Report. Woking Borough Council; Woking.

Strategic Environmental Assessment: Scoping Report · Surrey Transport Plan Strategic Environmental...

Documents

Transcript of Strategic Environmental Assessment: Scoping Report · Surrey Transport Plan Strategic Environmental...