Mersey Estuary Resources 2040: Climate Change Plan

2017 Update
 Acknowledgements

The authors would like to acknowledge the guidance of

University of Liverpool professors Sue Kidd and Sarah Clement
as well as the members of the Mersey Estuary Resources 2040
steering group: Liu Rong, Paul Henbrey, Peter Batey and Walter
Menzies. We would also like to thank the 13 participants in the
Stage 1 topic talks and stakeholder workshop and the 13
individuals who shared lessons from their work along the Severn
Estuary during our Stage 2 field trip. Without their dedicated
support, this report would not have been possible.

Climate Change 2
Table of Contents & Figures
Executive Summary ........................................................................ 3 Box 4.6 - The East London Green Grid..35
Introduction ..................................................................................... 6 5. Conclusion and Next Steps....................................................... 39
1. Summary of Stage 1 Findings ..................................................... 7 References ................................................................................... 41
2. Vision, Objective and Strategic Policies .................................... 10
Box 2.1 - Vision 2040 11
Box 2.2 - Climate Change Objective.. 12
3. Proposed Management Measures and Actions ......................... 14
Figure 3.1 - Flood Prevention and Preparation Actions.. 19
Figure 3.2 - Greenhouse Gas Emissions Reduction Actions..... 20
Figure 3.3 - Climate Change Education & Awareness Actions.. 21
4. Illustrative Projects and Delivery Plan ....................................... 22
Box 4.1 - The Spirit of Exe Festival.... 24
Box 4.2 - Kingman and Heritage Islands Living Classrooms..25
Box 4.3 - Amsterdam Cycle Ferry 29
Box 4.4 - Washington, DC Cycle Infrastructure.... 30
Box 4.5 - The Hudson River Valley Green Infrastructure........ 34

Climate Change 3
Executive Summary
Tackling the Mersey
The Mersey Estuary catalysed the development of the surrounding
region; however, intense urbanisation coupled with highly
concentrated human activity has made the Mersey a challenging
estuary to manage.
Facing serious pollution issues, the original Mersey Estuary
Management Plan (MEMP), published in 1995, guided a 25-year-
long Mersey Estuary clean-up initiative. The effort has achieved
dramatic improvements, leading to falling pollution and the return of
key indicator species. During that period, the estuary has gained
recognition for its importance. Most notably, the Liverpool City
Region (LCR) Devolution Agreement acknowledged that the Mersey
is a key driver of growth and set a target to achieve the cleanest river
standard by 2030.
Although the original plan spurred significant change in the condition
of the estuary, the first MEMP did not address climate change to any
great extent. However, a review of the original plan as well as new
evidence established that climate change would have significant
effects on: estuary dynamics, biodiversity, water quality and land use
and development. The primary threat posed by climate change is an
increase in flooding caused by more frequent and severe storms.
This Report
This climate change report is the second in a series of two that have
been produced by a group of postgraduate students at the University
of Liverpool to inform the Mersey Estuary Resources 2040 plan. The
Stage 1 report is an issue brief that reviewed existing policy,
conditions, stakeholder feedback and experience from elsewhere to
identify the strengths, weaknesses, opportunities and threats posed
by climate change to the Mersey Estuary Zone.
This Stage 2 report builds on the first report by proposing an updated
MEMP vision and a new climate change objective, strategic policies
and management measures. As with Stage 1, this report provides
guidance to local authorities, as well as the private, public and third
sector bodies who have interests in the Mersey Estuary.
Stage 1 highlighted three key themes that the new MEMP must
address to account for climate change: flood preparedness,
emissions reduction and improved communication and awareness.
These themes guided development of an updated MEMP vision and
climate change objective, strategic policies and management
measures. The new vision incorporates the factors needed to
address climate change, including an understanding of the
processes of climate change and a natural and built environment
capable of adapting and mitigating to its effects.
The new climate change objective calls for advancing the
coordination of climate change mitigation and adaptation efforts in
the Estuary Zone to achieve a low-carbon and resilient natural and
built environment. To achieve this objective, three strategic policies
are proposed: (1) flood prevention and preparation, (2) greenhouse
gas emissions reduction and (3) climate change education and
awareness. These policies align closely with the Stage 1 themes.
Similar to the structure of the original MEMP, this report identifies six
management measures for the strategic policies. These measures
describe broad actions, such as reducing surface storm water run-
off, which would underpin the relevant strategic policy, in this case
Climate Change 4
flood prevention and preparation. Unlike the original MEMP, a series
of more specific actions are also provided for each measure. From a
subset of these actions, delivery plans were prepared for three
illustrative projects.
Illustrative Projects
The three projects(1) Education for Climate Change, (2)
Sustainable Travel and (3) Interconnected Greenencompass the
strategic policies and draw from experiences from around the world.
Since the vision for the new MEMP extends to 2040, these projects
were developed based on varying timescales. In the short-term,
Education for Climate Change focuses on growing the knowledge
base and interest of residents in climate change, thereby building
support for further action. The project has two phases, featuring an
annual festival that would build up to a continually operating outdoor
classroom.
Delivery of the second projectSustainable Travelwould occur
over the medium-term and would seek to overcome an infrastructure
gap between sustainable transport modes and cars. The project
would happen in phases, beginning with implementing affordable
urban design features to favour pedestrians and building to larger
transport infrastructure (e.g., dedicated cycle lanes). As the project
rolls out, it would contribute to global efforts to reduce emissions.
For each project, an analysis of potential partners was conducted to
identify actors that were deemed most appropriate to help deliver the
projects. These actors were chosen based on past experience,
resources and their commitment to addressing climate change.
Funding sources and estimated costs were also prepared, including
European funds, community levies, grants and sponsorships.
Conclusions
This report, along with the companion report from Stage 1, is a step
towards acknowledging the challenges and opportunities that climate
change presents for the LCR. Implementing the strategies,
management measures and actions described in this report will
advance a low-carbon and resilient natural and built environment.
This plan does not represent an end state. Significant work remains
to operationalise, implement, monitor and review actions that will
prepare the estuary zone for the effects of climate change. To
conserve limited resources, actions that overlap with objectives for
estuary dynamics, water quality, biodiversity and land use and
development should be prioritised.

Stage 1 also demonstrated that the study area is under a growing

threat from storms, so the third projectInterconnected Green
targets flood prevention and preparation. The project attempts to
decrease flood risk by managing storm water through the conversion
of urban impermeable surfaces into green infrastructure. Over three
phases, the project would first focus on areas most susceptible to
Old pier at Princes Dock Authors image
flooding and end with a network of sites across the study area.

Climate Change 5
Introduction
This Stage 2 report builds on Stage 1which detailed the issue of
climate change to inform the update to the MEMP of 1995by
outlining a new and revised Vision, Objective, Strategic Policies and
Management Measures for climate change. To facilitate
implementation, this report also discusses in detail three illustrative
projects, describing their inspiration from examples elsewhere as
well as an assessment of priority, phasing, responsibility, estimated
costs and potential partners and funding sources.
The study area remains the same as it was in Stage 1 and continues
to stretch from the north-western corner of the Wirral along the
southern shore through Warrington town centre, then along the
northern shore through Liverpool to Sefton. This area is relatively
dense and urbanised, containing little green belt land.
The black boundary indicates the study area Base map from Ordnance Survey
The aim of this project for Stage 1 and stage 2 is:
To contribute to discussions about how LCR partners might
respond to the LCR Devolution Agreements commitment to
achieving the cleanest river standard by 2030 and a discharge
free Mersey by 2040 by undertaking a review of the estuary
resources component of the MEMP of 1995.
The objective for this report and Stage 2 is:
To illustrate what a climate change strategy for Mersey Estuary
Resources 2040 might look like.
Report Structure
As with Stage 1, this report has been created according to the
process of: survey analysis plan. Unlike Stage 1, this report also
delves into implementation. The report begins with a summary of key
Stage 1 findingswhich encompasses the lions share of the survey
and analysis componentsfollowed by the first plan section that
provides recommendations for updating the MEMP Estuary
Resources Vision, Objectives and Strategic Policies to incorporate
climate change. The next section describes six management
measures that underpin the three proposed strategic policies. For
each management measure, a set of potential actions are listed with
appropriate justification for including them. The penultimate section
is focused on implementation, with detailed proposals for three
illustrative projects that encompass a number of the actions,
management measures and strategic policies from the preceding
sections. The report concludes by addressing the next steps.
Climate Change 6
1. Summary of Stage 1 Findings
Photo: view of Birkenhead as viewed from the Liverpool bank of the Mersey Authors image

Climate Change 7
Summary of Stage 1 Findings
The Stage 1 climate change issue report was produced with the aim
to review and evaluate the content of the original MEMP. Notably, the
original plan was produced to respond to the rivers deteriorating
state with the goal to provide Mersey Estuary stakeholders with
management measures that would aid the 25-year-long Mersey
Estuary clean-up initiative. Since climate change did not have a
standalone section in the first MEMP, the Stage 1 report focused on
the justification for integrating this topic in the MEMP update.
To incorporate climate change into the updated plan effectively, the
Stage 1 report established how climate change would affect the four
original MEMP topics: biodiversity, estuary dynamics, water quality
and pollution control and land use and development. The review
highlighted several threats to the estuary posed by climate change
although not explicitly mentioned as such in the original planwith
the primary threat being increased flooding caused by more frequent
and severe storms and sea level rise (HM Government, 2017).
Consequences of exacerbated storm events include: threats to
heritage and biodiversity due to erosion, an increase of invasive
species due to higher water temperatures and pressures to curtail
waterfront development. However, the original plan lacked
comprehensive consideration of the future threats posed by climate
change, underscoring the importance of including the topic as a
priority in a future MEMP.
An analysis of the current policy determined that implementing
coordinated mitigation and adaptation strategies is necessary to
address climate change (DCLG, 2012). This analysis identified
certain policy strengths, including national and local policy support
for initiatives in the Mersey Estuary that facilitate developing a low-
carbon economy and producing more renewable energy. Likewise,
the analysis underlined a number of policy weaknesses, such as the
absence of Liverpool from the international Compact of Mayors to
reduce greenhouse emissions (HM Government, 2017, p.3). Notably,
the mayors of Manchester and Birmingham are signatories. In
addition, policy advice on adaptation to flooding lacked rigour due to
inconsistencies across the study area, with recommended
interventions occasionally contradicting one another. The review also
highlighted a number of relevant existing policies, such as Sefton
Councils restriction on new development, with the aim to decrease
coastal erosion and biodiversity loss (Sefton Council, 2015).
However, neighbouring authorities did not have as robust policies.
Creating an updated version of the baseline conditions map was an
essential element of the report as it emphasised a number of sites
worthy of recognition. The most dominant feature was the abundance
of sites located in the Flood Risk Zone 3the highest level, many of
which hold high socio-economic value, such as Birkenhead, Formby,
Warrington and the industrial area in and around Ellesmere Port. The
map reiterated the threat posed by accelerating erosion at Crosby
and Formby and the report advised policymakers to explore ways to
protect and rebuild the dunes to preserve their natural flood defence
quality. Further, undertaking a baseline conditions exercise allowed
for a detailed analysis of the potential for generating wind, solar,
waste and tidal energy in the Mersey Estuary and Liverpool Bay.
The report also discussed feedback from a stakeholder engagement
workshop involving members from several groups responsible for
safeguarding the Mersey Estuary such as Healthy Rivers Trust,
Mersey Civic Society and Merseyside Environmental Trust. The
feedback indicated that effective collaboration, climate change
education and physical intervention were all vital steps needed to
Climate Change 8
mitigate and adapt to the effects of climate change. Lastly, all the
groups involved in the workshop seemed eager to work together
towards an overarching goal, explaining how issues such as lack of
funding and rigorous policy implementation are proving to detrimental
to effective management of the estuary in the face of climate change.
A review of global experiences from elsewhere was a vital part of the
Stage 1 report as it provided supporting evidence for adaptation and
mitigation strategies that could reduce the effects of climate change
in the Mersey Estuary. Introducing more green infrastructure to
reduce surface run-off and encourage a low-carbon lifestyle was a
dominant theme, with examples deriving from the Hudson River and
the city of Portland, Oregon, which are both investing in planting
schemes (Department of Environmental Conservation, 2017; City of
Portland, 2007). Alternative transport strategies, such as cycling
initiatives in Copenhagen, were recognized as exemplar for reducing
greenhouse gas emissions and mitigating climate change. Lastly,
hard engineering projects were explored as adaptation measures to
prevent flooding. The projects could also generate renewable energy
through tidal power, as highlighted by the proposed barrage and tidal
lagoon in the Severn Estuary.
The main findings were presented in a strengths, weaknesses,
opportunities and threats section, including key sites most worthy of
attention. The overall strengths are the existing capacity for
renewable energy generation, the suitability of the area for
sustainable transport and the long-standing partnership between
organisations. Conversely, a key weakness is the lack of political
will, which proved a barrier to effective coordination among these
organisations. Still, the estuary presents an abundance of
opportunitiesfrom its tidal range to its location at the heart of the
city regionthat creates a strong foundation for priority initiatives,
including renewable energy generation and the development of
outdoor classrooms for climate change and estuary education. The
threats included intensified storms, development pressures and
continued investments in car use, thus future management measures
should aim to tackle these issues. The section end with identifying
key at-risk sites: Liverpool John Lennon Airport, Birkenhead Docks,
Ellesmere Port and Formby.
The report concluded by acknowledging three key themes that
summarise the climate change issues worthy of addition into the
MEMP. The first theme, flood preparedness, recognises the need to
address threats caused by climate change due to increased rainfall,
intensified storms and sea level rise. Another theme was to reduce
local greenhouse gas emissions to contribute to global mitigation
efforts. Finally, the third theme was to improve education and
engagement of residents to build support for new climate change
actions. These themes and the aforementioned findings from the
Stage 1 report informed the ideas presented in the subsequent
sections of this Stage 2 report.
Bridge over a creek in Liverpool Festival Gardens Authors Image
Climate Change 9
2. Vision, Objective and Strategic Policies
Photo: pond in Birkenhead Park Authors image

Climate Change 10
An Updated Vision
The original MEMP addressed several important topics, but climate
change was by and large excluded. As documented in the Stage 1
report, threats posed by climate changerising sea levels, more
frequent storms, higher rainfall and moreall signal that the issue
must be an integral part of the updated plan. However, incorporating
climate change requires a modified MEMP vision to reflect the
increased significance of the issue and its effect on the Mersey
Estuary (see Box 2.1).
through the introduction of green infrastructure, conservation of flood
plains and moreis better equipped to withstand the worst effects of
more frequent, severe storms and rising seas. Lastly, the updated
vision states that a low-carbon economy must sustain the built
environment. Advancing a low-carbon economy would contribute to
existing global efforts to mitigate climate change by decreasing
greenhouse gas emissions.

Box 2.1: Vision 2040

The Management Plan is based on a vision for the Estuary to be

one of the cleanest developed estuaries in Europe, where the
quality and dynamics of the natural environment are recognised,
respected and understood; and are matched by a high quality,
resilient built environment underpinned by a low-carbon
economy.

An updated vision for the MEMP with climate change additions in bold

The updated vision builds on the original phrasing by specifying that

the natural environment should not only be recognised and respected
but also understood. Adding understood underscores a renewed A seagull flying over a mudflat on the Mersey at low tide Authors image
focus on educating the residents of the LCR about environmental
A New Climate Change Objective
issues related to the Mersey, including climate change. The addition
also reflects a need to collect sufficient data to assess progress
Due to the absence of climate change as a standalone section in the
towards the vision and objectives of the MEMP. Further, the updated
original MEMP, a new objective has been crafted to summarise how
vision mentions that the built environment needs to be resilient, which
the updated MEMP would address the growing issue of climate
addresses the regions ability to adapt to climate change, while
change (Box 2.2).
maintaining its economic viability. A resilient built environment

Climate Change 11
Box 2.2: Climate Change Objective Flood prevention and preparation

Climate change will lead to more frequent, severe storms and rising
To advance the coordination of climate change mitigation and
sea levels. Consequently, preventing and preparing for floods is
adaptation efforts in the Estuary Zone to achieve a low-carbon and
crucial for adaptation. A significant way to prevent floods is to
resilient natural and built environment
decrease surface storm water run-off into the Mersey and its
tributaries. Decreasing run-off means increasing the coverage of
This new objective indicates that no single actor can resolve climate permeable surfaces throughout the LCR. As evidenced by the Trees
change, but rather the collaboration between a range of public, for Tribs project along the Hudson River in New York (See: Stage 1
private and third sector actors is necessary to achieve meaningful report for full details), another measure for reducing run-off includes
results. In addition, the objective embraces both mitigation and planting riparian buffers along the Mersey and its tributaries to catch
adaptation because the effects of climate change are ongoing and additional water.
have been damaging the natural and built environment for decades.
Avoiding more severe effects in the future depends on the sum of
international action now, which includes action in the LCR, but
actions to mitigate climate change are not the sole answer. Our
manmade, built environment must also adapt to the effects that are
occurring today and will continue to worsen until the foreseeable
future.

Three Strategic Policies

Three strategic policies will advance the new climate change

objective:

1. Flood prevention and preparation

2. Greenhouse gas emissions reduction
3. Climate change education and awareness
In tandem with the updated strategic policies for the other MEMP
sections (e.g., estuary dynamics), these three policies will contribute
to achieving the updated MEMP vision.
Semi-permeable pavement in Keel Wharf Authors image
Despite prevention measures, flooding is still likely to occur in some
areas. Places prone to flooding should prepare for such events by
safeguarding natural defences (e.g., sand dunes), if possible, or by
mimicking a natural defence. Hard flood defences (e.g., concrete
seawalls) should be used sparingly as they exacerbate flooding

Climate Change 12
issues in other nearby locations, a fact that some Merseyside
stakeholders are cautiously aware of. New development in flood-
prone areassuch as the Marine Point shopping and leisure
complex built in New Brighton in 2011should also be severely
restricted to limit the need for defending additional manmade
developments in the future.

Greenhouse gas emissions reduction

Although climate change is ongoing andand to some degree

inevitable, its severity can be greatly reduced if urban areas are
retrofitted to mitigate greenhouse gas emissions from transport.
Many dense and semi-dense centres exist throughout the LCR that
were once transit-orientated and more walkable places for people to
live and work. However, many of those places have been
Hanover Street was retrofitted to prioritise pedestrians and buses Authors image
transformed by road-widening schemes, building demolition and
pedestrian facility degradation, according to stakeholders. Reverting Climate change education and awareness
these centres to their roots so as to prioritise walking, cycling and
Even though it is widely accepted by the scientific community that
public transport instead of private automobiles would help reduce a
climate change today is largely a result of human activity, the
significant share of the regions greenhouse gas emissions. If these
processes of climate change are not well-understood or widely taught
centres once again became more self-sustainable, residents would
in many communities around the world, including the LCR, per
have less of a need to commute by car to work, friends houses, stakeholder feedback. Stakeholders believe that lifelong education
school, shops, parks and services.
measures would enable mitigation efforts to take hold at the
Freight rail lines connecting to the new ports in Bootle would also household, business and local authority level in the LCR. Most
lessen the need for emission-intensive lorries driving between the importantly, residents could be educated of the direct effect that
ports and freight junctions. If these changes were made alongside an climate change has on the Mersey Estuary and, possibly, their own
increase in the construction of renewable energy facilities to livelihoods or property. Lifelong education of climate change can help
complement the current portfolio in the LCR, then the regions build political support for more mitigation and adaptation efforts
negative contributions to climate change would decrease further in the future. Residents of the LCR could become educated
significantly, thereby contributing to global mitigation efforts. about its effects on the Mersey Estuary through regular public events
and volunteering events throughout the region.

Climate Change 13
3. Proposed Management Measures and Actions
Photo: Liverpool city centre from Wapping Dock Authors image

Climate Change 14
Management Measures For example, in 2013 a significant storm topped the seawalls in New
Brighton and flooded the businesses lining Kings Parade (BBC,
Six management measures are proposed to align with the three 2013).
strategic policies described in the previous section. As with the
strategic policies, the findings from Stage 1 informed these
measures. Similar to the original MEMP, each management measure
represents a broad action that should be taken to advance the
climate change objective and the overall vision. Unlike the original
report, a series of more detailed actions are also provided for each
strategic policy. These detailed actions are specific steps that could
be taken to advance the broad management measures. This section
is divided into three parts that correspond to the three strategic
policies.

Flood Prevention and Preparation

Two management measures support this strategic policy: (1)

Enhance natural and manmade flood defences and (2) decrease
surface run-off. Figure 3.1, featured in the end of this section,
summarises specific actions that could be taken.
Enhance natural and manmade flood defences
Enhancing natural and manmade flood defences is essential
because a considerable amount of land in the study area is at high
flood risk. In particular, the Mersey Estuary Climate Change
Evaluation Map produced for the Stage 1 report demonstrated that
many parts of the northeast of the Wirral, Formby, Ince and
Warrington have been categorised as Flood Risk Zone 3, the highest
level. Other areas, such as Liverpool city centre, Widnes and Speke
face a serious risk because they are highly populated, heavily
urbanised and home to vital businesses and industries. Existing
defences are proving inadequate in the face of strengthening storms.
Flooded shops in New Brighton after the 2013 storm WirralGlobe
Preserving natural flood defences has been a priority in some parts
of the study area, including in Sefton. The local authority has
permitted the dunes in Formby to realign naturally and has blocked
new developments to retain as much of the dune succession as
possible (Sefton, 2015). However, development pressures along the
estuary could mean that vital natural flood defences do succumb to
bulldozers. Retaining natural flood defences by discouraging new
development that would consume them and strengthening manmade
flood defences in areas where development cannot be relocated is
therefore necessary to minimise flooding.
Notably, manmade flood defences need not only be groynes and
seawalls. In particular, systematic coastal observation programmes
can be used to power surface wave and sediment transport models,

Climate Change 15
thus allowing for future planning for the threats posed to natural flood
defences such as Formby sand dunes and Frodsham and Helsby
marshes (Howarth and Palmer, 2011).
Decrease surface run-off
Climate change is causing more intense rainfall therefore it is
imperative that surface run-off is decreased or the rainfall will
overwhelm existing storm water treatment facilities and contribute to
flooding and increased pollution in the estuary (Pyke et al., 2011).
Prior evaluations have indicated that the catchment area for the
Mersey is heavily urbanised. In general, urban areas tend to have
significant concentrations of impermeable surfaces in the form of
surface car parks, roadways, pavements and buildings.
Consequently, decreasing surface run-off will require transforming
these impermeable surfaces to enable them to store more rainfall,
either in cisterns or by transferring the water into the earth.
Green infrastructure has emerged as a phrase that describes a
variety of investments designed to decrease surface storm water run-
off. As described in the Stage 1 report, these investments include
rain gardens, green walls, green roofs, permeable pavers and more.
Executing against this management measure would require a mix of
these investments, which is detailed further in the next section of this
report (see: Illustrative Projects, Interconnected Green). To
encourage these investments, incentive schemes that have been
implemented elsewhere could be tested here. For example, the
Philadelphia Water Department has rolled out a storm water fee
system that charges based on the level of impermeable surfaces
present at a property. Owners can reduce the charge by up to 80% if
they reduce their impermeable surfaces with green infrastructure
(Valderrama, 2012). In the study area, utilities customers can only
avoid a surface water fee if none of the water drains into the public
sewer (United Utilities, 2017).
Adopting this measure aligns with guidance provided in the National
Planning Policy Framework (NPPF), which recommends retaining
green space for this purpose (DCLG, 2012). In addition, the NPPF
states that new development in areas that are vulnerable to flooding
should feature suitable adaptation measures, such as green
infrastructure, to ensure that proposed new developments are
resilient to climate change over their lifetime (DCLG, 2012; HM
Government, 2011, p.37). In addition, local bodies such as Mersey
Forest and the LCR Combined Authority have unveiled a Green
Infrastructure Framework (Mersey Forest, 2012).
Greenhouse Gas Emissions Reduction Measures
Two management measures support this strategic policy: (1)
facilitate a low-carbon lifestyle and (2) generate more renewable
energy. Figure 3.2 summarises specific actions for these measures.
Facilitate a low-carbon lifestyle
This management measure prioritises steps that can enable
residents to reduce their carbon footprint and follows the LCR
Combined Authoritys plan to invest in low-carbon infrastructure
(LCR, 2016a).
Emissions from transport account for one-quarter of total greenhouse
gas emissions in the UK (Gov UK, 2017a). However, not all sources
of transport emissions are equal. Emissions linked to driving cars are
more troublesome than emissions linked to rail or buses, because
the latter two transport options are moving more people whilst they
emit (electrification schemes are also more widespread).
Climate Change 16
Consequently, enabling residents to access their daily needs without port, would avoid five metric tons of fuel that the average ship burns
using a car is a critical step. daily (Pentland, 2010). Importantly, accessing power at portside
would only reduce emissions if the power source was clean, which
Fortunately, many urban areas in the region are relatively compact
relates to the second measure for this policy.
with dense housing stock mixed with offices and shops.
Unfortunately, these areas have not always prioritised sustainable Generate more renewable energy
transport as witnessed by road widening schemes designed to
Switching from fossil fuels to renewable energy sources can greatly
benefit car commuters (e.g., Edge Lane in Liverpool), the absence of
reduce emissions linked to energy use at home, in the office and
interconnected cycling infrastructure and often inhospitable walking
everywhere else. In addition, investing in renewable energy
environments (e.g., pedestrian fencing). The pedestrianised city
generation matches the LCR Combined Authoritys plans to become
centre in Liverpool is a helpful start, but unfavourable conditions exist
the largest Marine Energy Hub in Western Europe (LCR, 2016a). The
outside the centre. Not all streets are suitable to be pedestrianised,
mapping exercise in Stage 1 identified the existing on- and offshore
but widening pavements, removing fencing, banning car parking on
windfarms that exist in the study area, most notably the 57 turbines
pavements and more can greatly contribute to an environment that
in the Burbo Bank offshore wind farm (Davies, 2014). Continuing to
encourages sustainable transport and a low-carbon lifestyle. The
exploit wind resources for renewable energy is important, but the
next section of this report details this type of investment further (see:
region should also explore opportunities to generate power from
Illustrative Projects, Sustainable Travel).
other sources, including tidal, waste and solar.
Longer-term, securing investments in public transport to enable
sustainable transport connections between urban centres would also
be necessary. These investments might include building the currently
shelved Mersey Tram, reactivating former rail tunnels and reopening
dedicated bus lanes. A common pay-as-you-go transit card, similar
to Londons Oyster Card, would also simplify payment and improve
service on existing transit (e.g., a card avoids the need to issue
change for every person purchasing a single bus ticket).

The growing popularity of the LCR for cruise ships, the recent
expansion of the port of Liverpool and existing heavy industry calls
for careful attention to policies and infrastructure that would also Installation of new wind turbines at Burbo Bank Maritime Journal
reduce emissions from these sources. For example, infrastructure
that would enable ships to plug in to receive power when they reach

Climate Change 17
The Mersey Tidal Barrage is one project that has received
considerable attention, although, if the project were to advance,
careful planning would need to ensure that it does not undermine
biodiversity and water quality. As a result, alternatives should also be
explored, such as tidal stream generators (as seen in Stranford
Lough, Northern Ireland).
Energy from waste presents another significant opportunity as many
capped landfills exist in the estuary zone. These methane emissions
from waste in these former landfills can be used to power gas
turbines and fuel cells (California Energy Commission, 2017). In
addition, solar panels are relatively common on many homes in the
estuary zone, so these as well as larger scale efforts can continue to
increase the share of electricity generated by renewables.
Climate Change Education and Awareness Measures
This strategic policy is underpinned by two management measures:
(1) educate residents on the local effects of climate change and (2)
activate volunteers to support local initiatives. Figure 3.2
summarises specific actions for these measures.
Educate residents on the local effects of climate change
Climate change initiatives will not thrive locally unless residents
understand and appreciate the need to act (Biesbroek et al., 2009).
Unfortunately, most participants in the Stage 1 stakeholder workshop
said that climate change education is often inadequate in the region.
As noted in the Stage 1 report, both the Exe Estuary and Casco Bay
plans have had success with efforts to improve education (Exe
Estuary Management Partnership, 2016; Casco Bay Estuary
Partnership, 2015). Conventional strategies to improve education,
such as increased class time spent on environmental issues are
important, but innovative ways to engage children and adults are also
necessary. The next section describes an annual festival and outdoor
classrooms that could support hands-on learning (see: Illustrative
Projects, Educating for Climate Change).
Activate volunteers to support local initiatives
Establishing active volunteer schemes to support data collection and
monitoring initiatives is key to evaluating mitigation and adaptation
projects. In the study area, one voluntary group operates in
Ellesmere Port to monitor water characteristics, but the scale of the
estuary is too large for this single group (Esteves et al. 2011).
Attracting volunteers may prove difficult at first, but as educational
initiatives and opportunities rollout more people may be interested.
Voluntary schemes are not merely something that is nice to have.
Such schemes are emerging as a vital measure for identifying the
effects of climate change on estuary dynamics and biodiversity in an
era of constrained local budgets. For example, Scottish National
Heritage has found that volunteers can bridge data gaps and add
vital information to its climate change observation network (Scottish
Natural Heritage, 2011). In addition, Friends of Casco Bay, involves
more than 80 local participants in 40 locations to test temperature,
salinity and oxygen levels (Casco Bay Estuary Partnership, 2015).
Specific Actions
The next three figures summarises the specific actions referenced in
the preceding paragraphs and introduced in this section and the
Stage 1 report (Figures 3.1-3.3). These actions are categorised as
short-, medium- or long-term. They offer an illustrativenot
exhaustivelist of ways to advance the climate change strategic
policies and measures.
Climate Change 18
Figure 3.1: Flood Prevention and Preparation Actions
Long-term Actions (by 2040)
Create an extensive green
infrastructure network
Establish a permanent climate
change observatory, which will be
equipped with systematic coastal
observation programmes to power
surface wave and sediment transport
models
Construct high-value flood defence
projects, which may include:
deepening the river bed, creating high
water channels, lowering floodplains
and removing obstacles in the river
bed to increase the flow rate of the
river
Medium-term Actions (10-15 years)
Enact a sediment discharge levy
Implement a robust flood and storm
warning system
Establish regular data collection
schemes with participation by public,
private and/or voluntary sector
members
Set guidelines for resilient
construction, including policies
focused on minimising coastal
erosion, reducing impermeable
surfaces and limiting hard defences
Short-term Actions (0-5 years)
Improve and reconcile policies
addressing flood adaptation
Identify areas that would benefit from
natural and manmade flood protection
measures
Offer incentives for residents and
business owners to invest in green
infrastructure (e.g., lower utility bill)
Prepare a green infrastructure plan
that maps potential sites and priority
areas in the estuary zone
Pursue legal protection for key natural
flood defences and restricting new
construction on flood plains
Climate Change 19
Figure 3.2: Greenhouse Gas Emissions Reduction Actions
Long-term Actions (by 2040)
Provide ongoing support for
renewable energy generation,
including wind, tidal, solar and waste
energy
Invest in future alternative transport
methods (e.g., the Mersey Tram) and
reactivate unused train tunnels
Retrofit dense areas to accommodate
compact living and low-carbon
transport by completing townscape
redesign and urban design projects
with the aim of pedestrianising large
areas, widening pavements and
making bus travel more appealing
Medium-term Actions (10-15 years)
Construct cycle infrastructure on main
streets Short-term Actions (0-5 years)
Install plug-in options at docks for
major vessels to recharge instead of
Set goals for emissions, recycling and
using their diesel engines
sustainable transport
Implement policies regulating
Upgrade the Walrus card to enable a
greenhouse gas emissions from ships
pay-as-you-go option
and cruise liners
Identify sites and schemes for
Offer incentives for renewable energy renewable energy generation
companies to set up projects in and
around the estuary Prioritise pedestrians by banning
parking on pavements and giving
Create disincentives for vehicles to pedestrians the right-of-way at
enter the city centre, such as uncontrolled crossings
implementing a ban on high-emitting
vehicles and restrict car access to city
centre unless vehicles have more
than one occupant
Climate Change 20
Figure 3.3: Climate Change Education and Awareness Actions
Long-term Actions (by 2040)
Establish a green living research
centre to invest in studies and plans
for adaptation and mitigation
measures
Set up green behaviour projects (e.g.,
Islington Borough) to motivate the
local community to make long-term
lifestyle changes supporting the
environment. Residents can be
encouraged to install solar panels and
rainwater tanks to not only decrease
utility bills but also minimise their
carbon footprint
Medium-term Actions (10-15 years)
Strengthen climate change education
Short-term Actions (0-5 years)
throughout the school system
expanding beyond formal science
subjects
Organise environmental/climate
change day(s) in schools. This action
would involve local organisations and
would enhance appreciation of the
environment
Host a Mersey Estuary festival open
to educate the public on how to help
mitigate climate change
Establish an outdoor classroom to
engage with children, adults and local
business owners and stakeholders to
educate them how they can make
changes to mitigate against the
effects of climate change
Create an energy/water usage
comparison scheme, which allows
residents to compare their utility bills
to their peers and set usage goals to
decrease their bills and carbon
footprint
Climate Change 21
4. Illustrative Projects and Delivery Plan
Photo: tower at Wapping Dock Authors image

Climate Change 22
Introduction
The aforementioned strategic policies and the associated
management measures have been synthesised into three
overarching projects which can be implemented as part of the
updated MEMP. The projects are titled, Education for Climate
Change, Sustainable Travel and Interconnected Green. The projects
are intended to be implemented over a short-, medium- and long-
term basis, respectively. This section describes the projects,
provides existing examples that influenced each project and relates
each project to mitigating or adapting to climate change.
Project 1: Education for Climate Change
The goal of this project is to motivate LCR residents to be more
environmentally sustainable in their day-to-day lives so as to mitigate
greenhouse gas emissions on an individual household basis. This
project aims to provide all residents of the LCR with an in-depth and
lifelong understanding of what climate change is and how it threatens
the Mersey Estuary and the surrounding region.
This project is intended to be split into two phases, with Phase 1 as
the inauguration of a free and annual, climate change-related Mersey
Estuary Festival. The festival would follow the model established by
Exmouth with the Spirit of Exe Festival (see: Box 4.1). The goal would
be to provide LCR residents with an enjoyable and memorable way
to learn about climate change and its effects on the Mersey. By
having residents of all ages and backgrounds attend an enjoyable,
annual event that concerns their livelihood and pride, attendees
would be informed of and engaged in the topic of climate change
despite their socio-economic background or initial interests.
Providing an extracurricular event located on the banks of the Mersey
can directly connect residents with the significance of the estuary and
how it will be affected.
Similar to the annual Anacostia River Festival in Washington, DC, the
Mersey Estuary Festival could feature Mersey-related art exhibitions,
live music performances and environmentally-focused speeches,
hands-on activities related to climate change and fun water activities
(National Park Service, 2017). Visitors could participate in recycled
art projects, fishing workshops, guided river walks, bicycle fixing
stations, sustainable urban gardening, lawn games, boating and
other family-friendly activities re-engaging residents and visitors alike
with the Mersey Estuary and historic waterfront. Attendees would
also be encouraged to sign various optional pledges involving
attempts to reduce their footprint on the Mersey Estuary, such as
shortening their time in the shower or increasing the number of times
they walk or cycle to work. Placing this responsibility on residents
provides them with a sense of ownership and dedication to the fight
against climate change.
The Mersey Estuary Festival would establish a stronger connection
between the river and the surrounding communities, which
encourages residents to alter their behaviour in support of
safeguarding the estuary. The festival would also provide an
opportunity for the public to become further informed about other
topics related to the Mersey such as biodiversity, land use and
development, estuary dynamics and water pollution. Phase 1 would
educate LCR residents on the effects that climate change has on the
Mersey Estuary and enable potential volunteers to become active in
supporting local initiatives.
Climate Change 23
Box 4.1: The Spirit of Exe Festival (Living Classrooms, 2017) (see Box 4.2). Once this bond is created,
residents will feel a stronger responsibility to maintain the health of
Phase 1 of Project 1 was inspired by the Spirit of the Exe Festival the Mersey Estuary in the face of climate change. Participants would
in Exmouth created by the Exe Estuary Management Partnership. get the chance to visit and explore the estuary whilst learning how
The festival was first held in the summer of 2009 and is a and why it should be protected.
celebration of the estuary as a wildlife habitat, a site for
recreational activities and an area of maritime history and natural
beauty. The festival is a successful event that hosts a number of
activities such as guided tours of the coastline, arts and crafts
sessions, live music and informational presentations by local
marine biologists. The festival is also an opportunity for local
people and businesses to get involved with estuary affairs and the
community (Exe Estuary Management Partnership, 2017).
Although not directly linked to climate change, the Spirit of the Exe
Festival was able to create a connection between the local
community and their estuary. The Mersey Estuary Festival aims
to do the same by establishing this relationship whilst also
informing attendees of climate change and other environmental
issues related to the Mersey.

Phase 2 would formally establish the Mersey riverbanks as spaces

dedicated to outdoor education for use by LCR residents of all
backgrounds, from school children to non-profit organisations. Phase
2 would begin with the LCR-wide encouragement of using riverside
spaces such as Otterspool Promenade and Port Sunlight River Park
as places to bring groups from a variety of backgrounds for
environmental education.
As demonstrated through Living Classrooms in Baltimore, Maryland
and Washington, DC, connecting people with the river will strengthen
the bond between Liverpudlians and their local natural resource
Residents enjoying the Spirit of the Exe Festival Exe Estuary Management Partnership
Once funding is obtained, the construction of permanent outdoor
classroomssimilar to the Glamorgan Heritage Coast Centre in the
Vale of Glamorgan in southern Walesin various locations along the
estuary can begin, with area-specific information being the focus of
each respective classroom (Vale of Glamorgan Council, 2017).
Visitors would learn about climate change and a variety of other river-
related themes such as land use and development, biodiversity and
water pollution. Visitors can learn about climate change and a variety

Climate Change 24
of other river-related themes such as land use and development,
biodiversity and water pollution. Phase 2 would enable LCR residents
to learn why it is so important to lead a low-carbon lifestyle.

Box 4.2: Kingman and Heritage Islands Living Classrooms

Living Classrooms of the National Capital Region is an

educational organisation based in Washington, DC started in
2001. Living Classrooms serves as inspiration for the second
phase of Project 1 as it encourages students to learn about
nature through their direct experiences with the river. Living
Classrooms has helped participants to realise their potential,
empower their communities and become inspired by nature.
Education programmes are directed towards disadvantaged
people of all ages and have provided education as well as job
training and outdoor exercise to over 25,000 individuals. This Students in the Education Programme Kingman Island
focus on disadvantaged communities is particularly salient for
the LCR as the region has some of the highest levels of The next three pages outline the project timeline, responsibilities of
deprivation in England. ideal partners, potential funding sources and estimated start-up
costs.
The education programmes enable participants to explore the
local natural environment in the middle of the city whilst learning
about forest ecology and team building. Participants in the
programme are encouraged and taught how to lead a low-
carbon lifestyle and are taught why the environment must be
protected (Kingman Island, 2017).

Climate Change 25
Priorities and Phasing Short-Term (0-5 years)
The Educating for Climate Change project, which aims to raise awareness about climate change and motivate locals to bring about behavioural
change that enhance the protection the environment, will be split into two distinct phases. Phase 1 is the annual festival, which has been
developed to educate and promote the ways in which people can adapt and mitigate against the effects of climate change. The festival is the first
phase because it is the most deliverable in the short-term and requires the least funding. Phase 2 builds on the festival by offering education
opportunities year-long in the form of outdoor classrooms. These outdoor classrooms are in the second phase of the project due to affordability
and also the recruitment of staff and representatives that will need to occur, which we envisage will occur within Phase 1 alongside the festival.

Phase 1 Phase 2

During Phase 1 the priority will be to plan and deliver a
festival that will take place at key sites along the Mersey
such as Otterspool and Pier Head
To plan the festival, organisations and partners will
need to be identified who will be able to attend the
festival and deliver information, activities or talks that
relate to climate change
Organisations and businesses such as The Mersey
Forest, RSPB, United Utilities, Environment Agency,
Forestry Commission, Department of Transport, private
sector planning consultancies and local food producers
will be targeted in this recruitment phase to ensure an
equal balance in representation of partners
The organisations involved in the festival will be chosen
based on their ability to deliver information and tips to a
variety of audiences (e.g., school children through to
business owners)
The festival will also act as recruitment phase for both
clients and representatives that will lend support to the
outdoor classrooms in Phase 2
Phase 2 will focus on the delivery of outdoor
classrooms that will be located at significant locations
near to the Mersey Estuary
The priority within this phase will be to secure staff and
representatives to deliver the lessons in the outdoor
classrooms and to promote the classrooms to ensure
high attendance
The staff and representatives that will be delivering the
lessons will ideally be recruited from the organisations
that are involved within the festival and will cover a
broad range of topics that will be tailored depending on
the audience
The audiences attending these sessions will be
recruited from the festival and surrounding promotional
work of which we envisage it including developers,
businesses, schools and more
The lessons will be influential and will prioritise how
attendees can help best mitigate and adapt to climate
change

Climate Change 26
Potential Partners and Responsibilities
The responsibility for this project is shared between three types of partners: local governments, advisory services and universities. However,
Liverpool City Council and Wirral Council will ultimately bear the overarching management responsibility given their expertise and role within
similar projects, while the other two partners will assist in organisation, resources and advice.

Organisation/Programme
Liverpool City Council and Wirral Council
Both councils would be key leaders within the management, policy and
implementation of this project and would be invaluable to ensuring that
the education that is provided within the outdoor classrooms is available
and in-line with education and business needs and capabilities.
Responsibility
Both Liverpool City Council and Wirral Council have previously outlined
their stance on the urgency of climate change adaptation and mitigation.
Both councils have also contributed to LCRs Sustainable Energy Action
Plan, which focuses on the ambition to transform themselves into a
resilient low carbon economy (SEAP, 2012.P.4). The responsibilities for
the councils would be to continue this venture and use their resources to
recruit and manage suitable organisations to help promote the project.

Merseyside Environmental Advisory Service (MEAS)
The MEAS is an organisation that provides specialist advice to the six
councils in the LCR. MEAS primarily provides advice on planning
applications, planning policy and major projects, but MEAS has also
been involved in the organisation and management of projects
associated with protecting the environment.
The MEAS would use the organisations environmental protection
knowledge and experience to advise other partners and organisations
involved in this project to help with the organisation of both the festival and
the classrooms and ensure that the information delivered is of high quality
and appropriate. Their longstanding presence within the region will also
help identify priority clients for the lessons.

Universities in the LCR

Local universities would all be crucial partners to support the
management and organisation of the festival and outdoor classrooms
due to their vast range of skills, resources and connections that could
benefit the project. For example, The University of Liverpool is a partner
of Low Carbon Liverpool group, which hosts activities and projects
across the region to help raise awareness of the effects of emissions.
The role that universities would play within is similar to what the
universities would be responsible for within this project, in that they could
use their resources to help recruit staff, representatives and organisations,
apply for funding and most importantly advise on educational aspects of
the festival and lessons.

Climate Change 27
Estimated Costs and Funding Sources
A broad range of European Union (EU) funding is available for projects that advance environmental sustainability and also specifically for climate
change adaptation and mitigation. Each of the three sources described below currently fund projects in the UK and will continue to do so until
project completion. As this project would be conducted in the short-term, it should able to take advantage of such opportunities provided by the
EU. However, if these sources are unavailable in light of Brexit, then additional sources would need to be sought. Notably, private sector
companies may be willing to contribute to have their name and products associated with the festival and outdoor classrooms, thereby
demonstrating their commitment to environmental stewardship. Still, one of the reasons why this project has been chosen to be the earliest one
to be delivered it would likely require the least investment. Although no estimated cost of the festival can be providedas none of the comparable
events have made the information publically available, the estimated cost based on the desired scale and the series of outdoor classrooms, the
estimated cost would be less than 1m.

Organisation/Programme Funding

European Investment Bank (EIB)
The European Investment Bank identifies itself as an EU policy-driven
investor previously funding activities relating to energy efficiency
solutions and also the promotion of diverse sources of energy
production. The EIB offer loans, technical assistance, guarantees and
venture capital, which it uses to mobilise projects that contribute to the
wider EU climate change goals as outlined in the Kyoto agreement.
The EIB are prepared to fund projects as minor as those belonging to
small to medium size enterprises making them a suitable source of
funding for this proposal which is only lead at a local level. EIB have
stated that they are willing to loan up to 25m to cover the cost of minor
programmes by contributing to changing behaviour to fulfil the EUs
climate change goals.

European Local Energy Assistance
The European Local Energy Assistance (ELENA) is used to help fund
business plans and urban transport and mobility schemes that aim to
reduce carbon emissions. Their funding is used to bring in specialist
management structures and project implementation units to lay the
foundations of significant one-off projects, helping public authorities
improve the chances that their plans will be able to attract external
finance.
ELENA typically supports programmes that cost over 30m, but they will
support smaller projects that are incorporated into larger programmes.
Therefore ELENA could be a viable funding source to support a series
of festivals and outdoor classrooms, if it is paired with the Sustainable
Travel project which ELENA would also back on the grounds that it
would improve urban mobility. ELENA has proven that the assistance
they provide helps bring in further investment from additional external
sources, therefore being a suitable source of funding for this type of
project.

LIFE+ Environmental Policy and Governance
The LIFE programme is the EUs funding instrument specifically for the
environment and action on climate change. It has financed over 4,000
projects across the EU, which has resulted in over a 3bn investment in
the protection of the environment.
The general objective of LIFE is to contribute to the implementation,
updating and development of EU environmental and climate policy and
legislation by co-financing projects with European added value. LIFE
has previously funded a broad variety projects, which includes
increasing awareness of possible financial savings that can be achieved
Climate Change 28
by householders and business owners.
Project 2: Sustainable Travel Box 4.3: Amsterdam Fast, Frequent and Reliable Ferry

The second project involves three phases supporting and prioritising The city of Amsterdam offers free connections across the River IJ
sustainable transport options through a mixture of improving and by ferry for cyclists and pedestrians whereas a small fee is charged
implementing urban design features and transport infrastructure that to motorised vehicles (Iamsterdam, 2017). The ferries are
encourage residents to walk, cycle or use public transport instead of convenient, fast and run through the night. The citys public
driving private automobiles. transport company, GVB Amsterdam manages the system (GVB
Amsterdam, 2017).
Phase 1 of Project 2 would involve the implementation of updated
urban design features like wider pavements, facilitated pedestrian
crossings, parallel on-street parking and pedestrianised streets,
which encourage residents to walk to their destinations due to
improved pedestrian safety, comfort and speeds. Encouraging
ground-floor retail and discouraging building setbacks would further
improve walkability for pedestrians. Improved lighting geared
towards pedestrians on pavements instead of the cars on the street
would discourage pedestrian crime and enable pedestrians and
cyclists to travel more safely through the night.

Phase 2 would involve diversifying the LCR transport portfoliosuch

as adding ferries and installing tram linesand providing much
stronger infrastructural support for cycling and buses. A ferry service
similar to that of Amsterdams on the IJ for cyclists and pedestrians
across the River Mersey would facilitate residents desire to lead a
low-carbon lifestyle by providing a convenient yet sustainable route
between Liverpool and the Wirral Peninsula (see Box 4.3). 5- to 12-
minute headwaysthe norm on the IJfor cross-Mersey ferry
services would further encourage pedestrians and cyclists to use the
ferries. Mersey Ferries currently provide weekday service only,
during morning and evening rush hours, with 20-minute headways
(GVB, 2017; Mersey Ferries, 2017).
The Amsterdam ferry service Iamsterdam
Phase 3 would involve fully connecting and extending the network of
protected cycle and bus lanes whilst also installing traffic lights that
prioritise the movement of pedestrians, buses and cyclists, further
discouraging residents to drive. Washington, DC has undertaken a
significant investment in cycling infrastructure, which can serve as a
model for the LCR (see Box 4.4). Legislation is also needed to ban
cars from parking on pavements and to prioritise pedestrians and

Climate Change 29
cyclists at crossings. In contrast, current legislation prioritises
individual private automobiles which makes using sustainable
transport modes inconvenient and unpleasant.

Box 4.4: Washington, DC Cycle Infrastructure

Washington, DCs Department of Transportation (DDOT) has

invested heavily in promoting cycling within the city. A variety of
cycling infrastructure has been installed, including over 1,000
bicycle racks and over 70 miles of marked cycle lanes (District
Department of Transportation, 2017). A Bicycle Master Plan has
been developed to create a more cycle-friendly city (District
Department of Transportation, 2005). The document outlines the Cyclist in Washington, DC Huffington Post
cycling facilities and projects to be implemented in the 10 years
following its release. The next three pages outline the project timeline, responsibilities of
ideal partners, potential funding sources and estimated start-up
Washington, DCs dedication to providing the tools for cycling
costs.
safely served as inspiration for Project 2. Similar to Washington,
DC, cycle infrastructure should be implemented across the LCR to
encourage cyclists to commute by bicycle and make first-timers
feel safe to try it. Marked bicycle lanes throughout the LCR would
provide cyclists with a greater sense of safety and ownership of
the streets whilst also physically demarcating where cars should
not be driven. Cycle lanes that are adjacent to the pavement and
flanked on the other side by parallel parked cars, such as on 15th
Street NW, from E Street to New Hampshire Avenue NW in
Washington, DC, further provide cyclists with safe routes (District
Department of Transportation, 2010).

Climate Change 30
Priority and Phasing Medium-term (10 15 years)
The Sustainable Travel project aims to increase the ease at which people can move around the LCR whilst using various modes of sustainable
transport, with a particular focus on walking and cycling but also improving accessibility to public transport-orientated nodes and hubs. The project
will progress in three phases, leading to a more integrated and robust network that will progressively reduce dependency on private modes of
motorised transport thus reducing greenhouse gas emissions. The first phase of Project 2 will focus on small scale urban design improvements
in dense centres throughout the LCR. The second phase will involve the implementation of sustainable transport infrastructure throughout the
LCR. The last phase will focus on connecting dense centres within the LCR with one another and with green spaces.

Phase 1 Phase 2 Phase 3

The earliest priority will be to
implement urban design features and
improving signage to support better
pedestrian wayfinding in the LCR, as
both measures can be implemented
within the shortest term and require
the least funding. This phase will
occur in the areas of the LCR that
have been assessed and
demonstrate the most urgent need for
improved urban design
Assessments on the locations that
have the most potential to support
walking and cycling infrastructure
improvements (e.g., segregated cycle
lanes) would be conducted, focusing
on connecting key locations such as
employment sites, transport hubs and
nodes within dense centres
Simultaneously, a re-trial of bus lanes
would be conducted to evaluate the
opportunity to reactivate them in
Phase 2
During the medium-term within this
project, segregated cycle lanes and
improved bus infrastructure would be
installed to decrease travel times
between the previously defined key
locations within the LCR.
Infrastructure for improved ferry
services and future tram services
would begin implementation. Secure
bicycle parking would also be added
at transport hubs
Once a robust cycling network has
been embedded within the LCR, the
new cycle ferry service would
commence with direct connections to
high-capacity cycle routes
Bus lanes that proved to have a
increase ridership and reduce travel
times would be reinstated, while
locations that did not would be
targeted as key corridors for cycling
and pedestrian infrastructure
improvements
In the final phase of the project, a
more widespread network of
sustainable transport infrastructure
and urban design would be
implemented beyond the dense
centres of the LCR so as to connect
the centres with one another
Longer distance sustainable travel
between dense centres within the
LCR will be supported through
improved pedestrian, cycle, bus and
other public transport infrastructure.
Dense centres would also eventually
be connected with green spaces
through Project 3 to provide residents
with that added amenity
Depending on the success of the new
cross-Mersey ferries, longer-distance
routes within the LCR could be added
such as from the Liverpool John
Lennon Airport to New Brighton and
more

Climate Change 31
Potential Partners and Responsibilities
The LCR Combined Authority controls the delivery of transport services and infrastructure, which is then administered by Merseytravel. Both
organisations have a shared commitment to improve connectivity within the city region and develop an interconnected network, so the two bodies
and the Mayor of the LCR Combined Authority are the most notable partners whom we believe would be responsible for supporting and
implementing the sustainable transport project. Other potential partners would be organisations such as non-governmental organisations, like
Sustrans who are UKs leading sustainable transport charity offering cycling and walking infrastructure design, urban design and cycling safety
advice or BikeRight who offer free National Standard on-road cycle training to young people and children.

Organisation/Programme Responsibility

Liverpool City Region Combined Authority
The LCR Combined Authority is likely to be a key and supportive partner
for this project, because one of the three aims of the LCRs Transport
Strategy is to support a low carbon future. The strategy acknowledges
that seamless integration of transport, housing and land-use planning
is key to creating a liveable, affordable and attractive City Region (LCR,
2015, p.18).
The LCR have already begun supporting sustainable travel, through
their Sustainable Transport Enhancement Package (STEP) programme.
Its states that STEP investment will address the missing links in walking
and cycling facilities and enable local residents to access employment
opportunities via sustainable active modes of travel (LCR, 2016, p.70).
Therefore, the role of the Combined Authority will be to use the
programme and other resources to support this project.

Merseytravel and the Merseytravel Committee
Merseytravel is responsible for transport delivery for the LCR, offering
them strategic and operational transport advice to ensure informed
decisions. The organisation operates the Mersey ferries, oversees bus
services and maintains cycling infrastructure.
Merseytravel will be responsible for the operational delivery and
maintenance of the infrastructure which will have a significant effect on
peoples desire to use sustainable transport modes.

Liverpool City Region Mayor
The LCR Mayor, Steve Rotherhams manifesto stated that he aims to
implement a City Region-wide strategy for becoming a zero-carbon city
2040 (Centre for Cities, 2017).
Although Steve Rotherhams manifesto supports public transport, which
may include the reintroduction of bus lanes, he did not support an
increased provision of infrastructure that facilitates travelling by active
modes. Encouraging the Mayor to reconsider his position towards the
matter would be important as he is responsible for decision making and
budgets, however, it is likely he would be supportive of the project based
on his ambitions of being a zero-carbon city.

Climate Change 32
Estimated Costs and Funding Sources
The largest potential source of funding is from Central Government, which could be supplemented by other more minor sources such as the
Community Infrastructure Levy and sponsorship of transport infrastructure. Alternatively, smarter utilisation of existing mainstream funding
sources such as that of the Highways Agency could be applied. In terms of expenses, 1km of segregated cycle lane or footpath improvement
both cost around 215,000, whilst pedestrian crossings can cost up to 40,000 (Wiltshire, 2011), therefore if 75km of segregated cycle lanes and
75km of pedestrian improvements were carried out it would cost 32.3m. STEP regards investments in walking and cycling and urban design as
being medium very high and medium high value for money respectively (LCR, 2016b). Of the existing similar sized ferries to what this
project proposes no indicative costs could be found, but the purchase of a purpose-built ferry and its maintenance would represent a significant
use of funding. Despite this uncertainty, as demonstrated by the STEP, investments in sustainable transport infrastructure offer good value.

Organisation/Programme Funding

Local Growth Fund Round 3
The Local Growth Fund (LGF3) is funding given by central
Government to Local Enterprise Partnerships to spend on improving
their local area and economy. In July 2014 the Government
announced its 3rd round allocations, which included a budget of 232m
for the LCR, which is to be released and spent between 2015 and
2021. A portion of this funding is earmarked for transport infrastructure.
STEP secured 41.4m of 232m LGF that was given to the Combined
Authority stating that they will use the funding to invest heavily in new
safer walking and cycling infrastructure (LCR, 2016b, p.21). STEP has
shown its awareness of the challenges to travelling by sustainable
modes on the western side of the Mersey around M53/Kingsway,
therefore it is likely they would be interested in supporting urban design
and infrastructural improvements to access a new Mersey ferry which
would be located near to this problematic area.

Community Infrastructure Levy
The Localism Act 2011 brought in the Community Infrastructure Levy
(CIL), which is a tool that can be used by local authorities to help
deliver infrastructure they desire to support the development of the
area. The CIL can be used for a variety of purposes including the
provision of a variety of transport infrastructure (Gov UK, 2014b).
Multiple planning authorities are entitled to pool their levies together to
support the delivery of infrastructure that benefits the wider area, such
as larger transport projects (Gov UK, 2014b). This option is highly
appropriate for funding the infrastructure that would support the new
ferry which connects two different local planning authorities.

Infrastructure Sponsorship Merseytravels openness to sponsorship could provide a vital source of

The current Mersey ferries service is actively seeking sponsorship,
offering potential sponsors: exterior ferry branding, a branded welcome
message on commentary, on board advertising banners and branding
on advertisements across the Merseytravel network and website
(Mersey Ferries, 2016).
funding for the new proposed Mersey ferry which would not generate
any income directly. Organisations may be interested in sponsoring the
free service as it would likely result in positive public relations for them
and demonstrate their commitment towards mitigating climate change.

Climate Change 33
Project 3: Interconnected Green projects include rain gardens, vegetated swales, more water-
absorbent vegetation, pocket parks, green roofs and porous
The final project intends to connect and strengthen the existing pavements (Department of Environmental Conservation, 2017).
network of green spaces throughout the LCR so as to improve
One practice has been the creation of bioretention areas, which
pedestrian and cycling connectivity as well as decrease the risk of
are large landscaping features with vegetation to capture and treat
flooding around the estuary. Additional soft landscaping decreases
storm water. These bioretention sites, along with other green
surface run-off by increasing the amount of permeable surfaces in
infrastructure projects, have been placed in multiple areas across
densely populated areas, and new green spaces along the river
the Hudson Valley including outside town halls, around recreation
would double as natural flood defences. An example of this kind of
centres and within suburban developments (Department of
green connectivity is the Westchester County RiverWalk in New
Environmental Conservation, 2017).
York, a planned permeable river walk that would stretch 51 miles,
connecting Peekskill with Yonkers (Department of Environmental These green infrastructure projects provide examples of how to
Conservation, 2017) (see: Box 4.5). create flood defences that mimic natural processes. This case
study inspired Project 3, which intends to mirror the Hudson
A significant amount of space dedicated to green infrastructure in
Valleys installation of a range of green infrastructure and
Phases 1 and 2 would help to catch the additional precipitation
sustainable urban drainage systems.
resulting from climate change. This kind of green infrastructure would
be most useful in areas where permeable surfaces are scarce, such
as along Upper Parliament Street with its wide tarmac lanes.
Residents could also receive subsidies on their water bill from United
Utilities if they replace their tarmac driveways with pebbles or
permeable pavers. Respective local councils could even provide
official placards to those residents who make physical changes to
their property to recognise their efforts to lower their footprint on the
Mersey (as has happened in Lake Champlain, New York). These
sorts of schemes would instil a sense of ownership for LCR residents.

Box 4.5: The Hudson River Valley Green Infrastructure

As part of their Climate Change Program, the Hudson River

Estuary Program has outlined green infrastructure projects for Volunteers planting a bioretention area Department of Environmental Conservation
storm water management throughout the Hudson Valley. These

Climate Change 34
Phase 3 would place a strong emphasis on locating new major green change as it decreases surface run-off and reduces the urban
spaces strategically to connect the city centre with important heat effect (Mayor of London, 2008).
transport nodes, dense residential areas, employment sites, social
spaces and existing parks. It would take many years to fully
implement Project 3 due to the time needed for allocating space to
green infrastructure and growing the vegetation, which is why it is
has been designated as a long-term project. This phase would
facilitate residents desire to lead a low-carbon lifestyle by providing
them with walkable, car-free paths to walk or bike along as they
commute to their destinations. The East London Green Grid goal of
connecting existing green spaces was especially influential in the
development of Project 3the new car-free connections were
viewed as additional options for the enhanced mobility and comfort
of pedestrians and cyclists (see: Box 4.6).

Box 4.6: The East London Green Grid

The East London Green Grid is an ongoing initiative, which was

incorporated into the London Plan in 2012 (London Metropolitan
University, 2017). The project aims to establish a network of open
spaces which connect commercial centres with key areas such
as residences, existing parks, public transport hubs and the
Thames (Mayor of London, 2008). Added green spaces help to
The East London Green Grid Mayor of London Report
reduce surface run-off thus decreasing the risk of flooding.
The next three pages outline the project timeline, responsibilities of
The Green Grid also aims to promote a healthier lifestyle, whilst ideal partners, potential funding sources and estimated start-up
promoting biodiversity and creating a green lung for east London costs.
(Mayor of London, 2008). Landscapes vary from recreation
grounds to urban agricultural centres and wilderness zones. The
Green Grid helps to increase east Londons resilience to climate

Climate Change 35
Priority and Phasing Long-Term (by 2040)
The Interconnected Green project, which aims to reduce flood risk by limiting surface run-off, will be delivered in three phases. The phases have
been broken down based on priority, with Phase 1 targeting areas most susceptible to flooding (e.g., the presence of large, impermeable surfaces
like wide roads). Phase 2 focuses on the creation of larger areas of green space in less dense areas and the revitalisation of existing green
space. Finally, Phase 3 aims to connect the various dense centres, transport nodes and green spaces throughout the LCR with green, car-free
routes. The most affordable and deliverable green infrastructure will be used within the first phase to help prevent and prepare for future floods.
Over the course of the later phases, greater levels of green infrastructure will be applied to create an increasingly interconnected green web.

Phase 1 Phase 2 Phase 3

During Phase 1, the priority will be to
identify areas that have the lowest
levels of green infrastructure with the
least functionality. The project will
then deliver green infrastructure in
these locations with immediate
benefits
So far, using the Liverpool City
Green Infrastructure Strategy, areas
such as the north of Liverpool and
Liverpool City Centre have been
identified as having the lowest levels
of green infrastructure and so these
areas will be of the highest priority
within the Phase 1
Within these priority locations, the
project will start by implementing the
most basic levels of green
infrastructure such as street trees.
This infrastructure will be the most
cost-effective, requiring the least
amount of funding and will be the
most deliverable in the short-term
Phase 2 will be looking towards
areas with the second lowest levels
of green infrastructure and will be
moving from primarily urban centres
to consider the surrounding areas
that also lack in levels of green
infrastructure
The priority will be to focus on areas
similar to Speke, which has high
levels of development and many
impermeable surfaces (e.g., car
parks, runways and retail parks)
During this phase, the project will be
creating large scale green
infrastructure sites (e.g., parks,
pocket parks and sustainable urban
drainage systems (SUDS)) as well
as improving existing green space
The project will be looking to acquire
land, whether through negotiation or
compulsory purchase orders, which
can be redeveloped into green
space to help mitigate surface run-
off
The final phase of the project will be
the creation of the interconnected
web of green infrastructure. This
phase will require joining up the new
and existing green infrastructure,
which the project has delivered or
revitalised, using green corridors
that will connect these spaces with
key employment, social and
residential areas
The priority will be to link town
centres such as Liverpool or
Birkenhead, where there is a mixture
of business and social aspects, with
nearby residential areas using green
corridors. This effort will not only
reduce flood risk by minimising
surface run-off but will also
encourage sustainable transport
The types of green infrastructure
that will be used to create these
green corridors will include: street
trees, green walls and SUDS
Climate Change 36
Potential Partners and Responsibilities
Five organisations that will bear primary responsibility for the management and delivery of the project are: Liverpool City Council, Wirral Council,
LCR Local Enterprise Partnership, The Mersey Forest Partnership and Nature Connected. These organisations have been chosen based on their
vast range of expertise and connections that will help deliver the project to the highest standard, ensuring both policy and practice have been
covered. Other public and private organisations may become involved within the project at later stages, such as consultancies to help with urban
design features, but these will be decided upon by the overseeing organisations.

Organisation/Programme Responsibility

Liverpool City Council, Wirral Council and LCR
Liverpool City Council has already embarked on the Liverpool Green
Infrastructure Strategy where they oversee the project and provide
support where necessary. The Liverpool City Council, Wirral Council
and LCR Combined Authority are legally responsible for policy relating
to the built environment in the region, so they will be key leaders on
implementing the project and delivering the sites that are required to
create the interconnected green web.
We envisage that Liverpool City Council and the Wirral Council will both
take on a similar role to that Liverpool City Council took on the Liverpool
Green Infrastructure Strategy for this project, through managing the
scheme alongside other organisations to ensure that the concept is fully
included within local policy, local plans and development orders.

The Mersey Forest Partnership
The partnership is made up of local authorities within the Merseyside
area, the Forestry Commission, Natural England, Environment Agency
and businesses including United Utilities. It will have a crucial role in
providing specialised support from the multiple organisations that forms
the partnership and helping deliver data that will inform the basis to the
project (e.g., levels of green infrastructure).
The partnership was also involved within the Liverpool Green
Infrastructure Strategy and was responsible for the identification of levels
of green infrastructure across Liverpool. Their role within this project will
be to build upon this database of green infrastructure to include the
entirety of the study area and to help detect priority areas. The
specialised knowledge that the partnership possess will also be used to
determine which green infrastructure is most appropriate.

Nature Connected
Nature Connected is the government-approved Local Nature
Partnership for the LCR, which brings the public and private sector
together with the community to support the natural environment to
provide social, economic and environmental benefits. The organisation
will be an important body for overseeing the project due to their
specialism in the environment which will help with the delivery of the
project through advising on funding and support.
Nature Connected is currently part of Green EnerGI, which delivers green
infrastructure to attract economic investment and create green energy in
the LCR. The organisation is also involved with the Green Streets project
as part of Wirral Waters regeneration scheme. Their connections and
expertise will be crucial to managing the project and securing the right
contacts to source funding. They will also be responsible for feeding their
existing projects and other regeneration schemes into the project to
ensure maximum green coverage.

Climate Change 37
Estimated Costs and Funding Sources
The overall cost of the project is estimated at around 10-15m based on similar projects such as East London Green Grid Framework. Three
main funding sources are outlined below, which include local and international bodies. Further funding may be required during the development
from sources such as; the Liverpool BID Company who pools money from businesses within Merseyside that have already helped deliver
schemes that improve green infrastructure within the city centre. Combining this project with the Sustainable Travel project may also help secure
funding due to the combined benefits that overlap between the two for example: enhanced walkability facilitated by green infrastructure.

Organisation/Programme
European Structural Investment Fund (ESIF)
The ESIF programme provides funds to help local areas grow. The
funds support investment in innovation, businesses, skills and
employment and create jobs (Gov UK, 2017b). It has been identified as
a funding source due to its previous commitments to environmental
projects and the funds connection with other green infrastructure
projects that we envisage will be intertwined within the wider picture of
this specific project.
Funding
The ESIF has been identified previously as a funding source to the green
infrastructure projects proposed as part of the Green EnerGI alliance
under the Whole Place Carbon Solutions call, which was made by the
LCR. The call searched for projects that either provided low carbon
solutions or projects that assisted with climate change mitigation.
Therefore, Interconnected Green would be proposed to the ESIF as an
innovative project that could both help minimise flood risk, safeguarding
economic development and businesses and reduce carbon emissions
through enhancing local aesthetics that would encourage sustainable
transport.

Liverpool City Green Infrastructure Strategy (LGIS)
The strategy has been commissioned by Liverpool City Council and The
Mersey Forest to support the creation of a network or green and blue
spaces throughout the city. This strategy has been chosen as a funding
source given that the Interconnected Green project is due to be heavily
intertwined within this strategy and by sharing funding sources/applying
for more funding as an addition to an already supported scheme will be
a huge benefit to this project and will reduce time spent on bids.
The LGIS has been funded through an Area Based Grant, which was
obtained through the local authorities who received around 4bn to help
mobilise resources (DCLG, 2008). The grant was applied for by Liverpool
City Council in partnership with Liverpool Primary Care Trust to Liverpool
First (LGIS, 2010). In effect, Interconnected Green would be combined
with the LGIS and promoted as an extension to the work that is already
underway. This project will require sharing funding sources and acquiring
more funding through the Area Based Grant.

The Community Infrastructure Levy
The Localism Act 2011 brought in the Community Infrastructure Levy
(CIL), which is a tool that uses fees from development projects. This
mechanism is used by local authorities in England and Wales to help
deliver infrastructure needed to support the development of the area.
The CIL can be used for a verity of purposes including to deliver Suitable
Alternative Natural Greenspace (SANGs), in addition to being used on the
maintenance of any pre-existing green infrastructure (Gov UK, 2014b).
With many regeneration schemes currently under way the idea would be
to use the CIL money to deliver the project.

Climate Change 38
5. Conclusion and Next Steps
Photo: path to a scenic viewpoint in Liverpool Festival Gardens Authors image

Climate Change 39
Conclusion
The effects of climate change on the Mersey Estuary Zone are visible
today and will worsen if left unaddressed in the future. The scale of
the problem calls for a coordinated response from actors along the
estuary. Fortunately, the recent election of the first mayor of the LCR
Combined Authority in May 2017 presents a fresh opportunity to act
with partners to mitigate and adapt to the effects of climate change.
This report, in conjunction with the companion report from Stage 1,
serves as an important first step towards acknowledging the
challenges and opportunities that climate change presents for the
region. Working towards implementing the strategies, management
measures and actions described in this report will help to achieve a
low-carbon and resilient natural and built environment.
The authors acknowledge that not all recommendations may prove
feasible over the lifetime of this report. For example, an increase in
renewable energy generation may come from technologies other
than the proposed tidal barrage, as the visit to the Severn Estuary
revealed the considerable challenges and timeline that such a project
might entail. However, we urge all stakeholders to evaluate the
findings of these reports and to begin taking steps to implement vital
measures with haste in a similar sequence to that of what has been
advised in this report.
Next Steps
To execute against the recommended Vision, Objectives, Strategic
Policies and Management Measures for climate change, these
actions should be taken:
Synthesise project recommendations from the biodiversity,
estuary dynamics, water quality and pollution and land use
and development working groups to identify opportunities to
maximise limited resources.
Continue dialogues with individuals at key organisations that
supported this effort to ensure that their expertise informs
implementation.
Devise key performance indicators and monitor the effects of
steps taken to implement this plan and adjust them as needed
to account for changing conditions and to involve new
volunteers and partner organisations.
Review the content in this report regularly to ensure that the
recommendations remain appropriate, forward-thinking and
reflect best practice.
Climate Change 40
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Climate Change 41
 Climate Change
Teodora Golemdzhiyska
Maxime Devilliers
Erin Fairweather
Lauren Neary
Harry Berks
Jared Alves
ENVS467 - Spatial Planning In Action

Session 2016/17

Department of Geography and

Planning
School of Environmental Sciences
University of Liverpool

Climate Change 42