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From YouTube: October R20 Community Assembly
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A
A
B
Okay
technology
eh?
So
it's
it's
also
interesting
for
us
not
just
what's
going
on
on
this
campus,
but
what
we're
doing
on
our
other
campus
now,
which
is
over
at
tiesling,
can
people
here
now
over
at
tiesly.
C
Good
evening,
friends
can
I
first
and
foremost
thank
martin
and
the
team
here
at
the
university
of
birmingham
for
hosting
this
community
assembly
here
today,
and
it's
so
good
to
be
to
be
here
in
person
and
also
well
we're
in
hybrid
mode.
Aren't
we-
and
I
think
this
is
the
future,
where
we've
got
some
fog
here
in
the
room
with
us
and
we've
got,
I
think
it's
34
who
are
joining
us
remotely
too.
C
So
it's
fantastic
to
see
you
all
here
for
this
community
assembly,
martin
and
the
team
at
the
university
are
working
hand-in-glove
with
the
council
on
a
number
of
projects.
He
mentioned
ties
the
energy
park,
and
I
know
mr
horswell's
here
too,
it's
an
exciting
development,
something
that's
going
to
grow
and
grow,
and
I
think
I
think
one
of
the
things
we've
been
lacking
is
really
celebrating
what's
happening
there
at
ties,
the
energy
part,
so
I
hope
to
be
down
very
very
soon.
C
I
know
you
had
a
fantastic
event
yesterday,
where
the
lord
mayor
attended
the
local
mp
for
yardley,
attended
there
too,
and
councillor
zafa
iqbal,
who
who's
who's
the
zafar.
That
gets
everything
right.
That's
why
he
keeps
reminding
me
he
was.
He
was
pulling
that
together
with
with
with
the
university
and
other
colleagues
that
ties
the
energy
part,
I've
been
instructed
by
ellie
to
go
through
some
housekeepings.
C
I
want
to
say
a
big
thank
you
to
ellie
to
carry
on
to
amit
and
the
team
at
the
university
and
the
council
who
pulled
this
together.
This
is
a
new
way
of
doing
things.
It's
the
first
time
we're
recording
a
hybrid
community
assembly,
not
sure
what
it's
going
to
look
like
to
those
that
are
watching
later
on,
but
it's
important
that
we
record
what's
what's
happening,
so
I
just
want
to
say
colleagues
who
are
on
the
hybrid
mode.
C
If
you
can
stay
on
mute
until
you
get
into
your
sessions,
we
have
we've
got
some
discussions
coming
up
where
we
want
you
to
contribute.
C
There
will
be
an
opportunity
for
for
us
here
in
this
room
to
have
some
group
discussions
and
those
on
the
on
the
on
on
the
team's
meeting,
we'll
also
be
able
to
have
have
some
some
discussions,
so
this
is
the
second
community
assembly
we,
after
launching
the
action
plan
earlier
this
year.
The
first
one,
I'm
gonna
be
honest
with
you,
there's
a
bit
of
a
talking
shop
and
I
I
didn't
feel
comfortable
it
was.
C
It
was
difficult
to
talk
with
a
hundred
people
in
a
in
a
remote
room,
so
we
thought
it
was
really
important
that
we
created
an
opportunity
for
people
to
come
and
talk
to
us
and
engage
with
us
in
person.
Those
that
can
we'll
also
have
those
in
in
hybrid
format
too,
but
hopefully
we'll
get
an
opportunity
where
we
can
start
talking
about
some
of
the
the
key
issues
that
we
we've
been
working
on.
We've
had
a
slight
name
change
for
this.
This
is
the
route
to
zero
community
assembly.
C
There
was
there
was
we're
getting
the
odd
tweet
now
and
again,
which
was
referencing
us
as
the
uk
climate
assembly.
So
we
just
wanted
to
clarify
things,
we're
not
quite
at
that
level.
Yet
birmingham
is
the
second
city
we're
going
places.
We've
got
some
ambitious
plans
where
we're
not
quite
there,
where
we're
leading
on
behalf
of
the
uk,
and
please
do
if
there's
anything
that
you
that
you
want
to
bring
up
like
you
bought
it.
C
You
couldn't
hear
martin
because
he
was
on
mute,
so
do
use
the
chat
function
to
to
communicate
with
us
now.
C
What
I'm
going
to
do
is
I'm
a
big
football
fan
and
when
the
villa
sign
a
massive
player,
they
unveil
the
this
this
player
in
front
of
a
huge
gathering
and
there's
there's
you're
going
to
get
your
phones
out
and
you're
going
to
picture
this
major
announcement
because
we've
man
city
might
have
taken
our
100
million
pound
captain
away
from
us,
but
we
at
birmingham
city
council
have
also
made
a
a
record-breaking
undisclosed
signing
that's
what
we're
calling
it
so
when,
when,
when
football
clubs
sign
a
player
that
they
don't
really
want
to
tell
people
how
much
they've
paid
the
other
club,
they
call
it
undisclosed.
C
So
that's
what
we're
going
to
do
so
we
we
made
a
commitment
that
we're
going
to
set
up
a
climate
change
team
when
we
launched
the
the
action
plan
in
in
january,
so
we're
working
hard
in
pulling
together
start
starting
to
pull
it
pull
together
a
team,
but
every
team
needs
a
captain.
So,
in
the
past
few
weeks,
we've
appointed
the
assistant
director
of
climate
change,
who's
going
to
lead
our
work
at
birmingham
city
council.
C
It's
a
really
exciting
appointment
and
we're
really
pleased
that
she's,
here
with
us
today,
the
new
assistant
director
for
climate
change
and
she's
going
to
address
it
so
put
your
hands
together.
A
big
birmingham.
Welcome
to
ellie
horwitz
smith
who's
going
to
address
you.
D
What
I
can
say
is
that
I
am
utterly
useless
at
football.
I
don't
have
a
particular
team,
but
I'm
happy
to
adopt
the
villa
as
birmingham
is
my
also
adopted
city
so
good
evening.
Everyone,
it's
obviously
an
absolute
delight
to
be
here.
It's
felt
a
long
time
in
the
coming
for
me
joining
the
city
council.
I
haven't
actually
yet
started.
So
please
don't
ask
me
any
too
many
difficult
questions.
D
I've
not
quite
got
my
feet
under
the
table
quite
yet,
but
I'm
starting
on
a
phase
start
from
from
november.
So
a
little
bit
about
me,
I'm
a
birmingham
resident.
I
have
been
for
about
15
years
now
and
I
would
say
birmingham
is
very
much
my
adopted
home.
I
have
two
children
here.
I
I'm
not
going
anywhere
very
quickly.
D
So
from
my
perspective,
it's
it's
really
imperative
that
I
support
the
the
the
mission
that
I
have
around
achieving
that
zero
and
doing
that
in
my
own
space
in
my
own
city.
So,
for
me
this
is
a
really
exciting
opportunity,
but
I'll
be
really
really
keen
to
to
kind
of
take
on
board
and
do
what
I
can
to
help
progress.
D
In
terms
of
my
background,
so
I
started
out
studying
environmental
management
with
psychology
and
I
actually
went
to
university
to
study
psychology.
But
actually
I
came
out
being
an
advocate
for
working
in
the
environmental
industry.
Now
I
won't
disclose
exactly
when
that
was,
but
it
was
quite
a
number
of
years
ago
now
and
there
were
very
few
opportunities
actually
within
the
environmental
sector.
If
you
didn't
want
to
be
in
a
regulatory
sector.
D
So
that's
where
I've
started
out
and
my
kind
of
career
has
kind
of
evolved,
as
obviously
the
opportunities
and
the
nature
of
people's
interests
and
the
technologies
have
evolved
as
well.
So
for
me
it's
been
a
really
exciting
sector
to
be
part
of
throughout
my
career,
because
I've
been
able
to
create
and
mold
the
opportunities
to
what
I
want
to
achieve
out
of
it
and
vice
versa.
D
So
it's
a
really
exciting
career
to
be
in
and
certainly
very
exciting
to
be
coming
into
at
this
point
in
in
obviously
the
the
kind
of
vision
that
birmingham
and
the
the
country
has.
So
I
started
out
in
the
energy
efficiency
space.
I
was
developing
local
authority
strategies.
D
I
was
involved
in
the
first
climate
change
strategy
actually
in
birmingham.
That's
a
number
of
years
ago
now,
and
then
I
worked
more
into
supporting
asset
managers
in
how
to
invest
and
in
what,
in
terms
of
their
stock,
so
that's
kind
of
where
my
consultancy
career,
if
you
like,
started
out
and
then
I've
moved
more
towards
in
the
heat
decarbonisation
space.
So
for
the
last
six
or
seven
years,
I've
been
specifically
focusing
on
energy
infrastructure.
D
So
helping
develop
energy
networks,
particularly
around
decarbonizing
heat
within
buildings,
being
one
of
the
most
tricky
things
to
to
actually
do
because
of
the
obviously
we've
got
very
kind
of
wedded
to
gas,
not
withstanding.
Obviously,
the
current
changes
in
the
prices-
I
think
it's
it's
been
a
very
difficult
sector
to
move
away
from,
so
that's
where
a
lot
of
my
focus
has
been,
and
I've
been
working,
particularly
with
with
solihull
council
and
also
samwell
and
and
to
a
certain
extent,
with
birmingham
over
the
last
six
or
seven
years
on
those
projects.
D
So
I
would
say
my
two
areas
are
predominantly
kind
of
low
carbon
housing
and
kind
of
set
net
zero,
retrofit
and
also
the
energy
infrastructure
space,
but
obviously
I'll
be
absolutely
delighted
to
get
involved
in
all
the
other
aspects
that
we're
going
to
be
looking
at
in
my
spare
time.
If
there
is
such
a
thing,
I'm
also
chair
of
the
sustainable
housing
action
partnership,
which
is
a
very
well
established
group
of
kind
of
very
passionate
individuals
working
across
the
industry.
D
Looking
at
helping
support,
both
asset
managers,
the
industry
itself
in
terms
of
the
supply
chain
and
the
manufacturers,
and
also
the
new
development
space
to
actually
invest
in
sustainable,
affordable
and
low
carbon
housing.
So
so
that's
a
kind
of
organization
that
I
kind
of
chair
and
head
up
and
have
been
involved
in
for
a
number
of
years,
and
I
do
get
involved
in
a
number
of
other
kind
of
advisory
panels,
including
some
work
with
the
green
finance
institute,
you're,
obviously
looking
at
how
they
can
bring
finance
forward.
D
C
Thanks
very
much
ellie,
I'm
sure
ellie
will
get
right
into
when
she
does
formally
start
with
the
council
to
meet
many
of
you
who've
been
involved
in
this
journey
with
us,
thus
far
so
today's
session,
we
want
to
focus
on
two
particular
issues:
we're
shortly
going
to
have
some
presentations
on
the
work
that
the
council
and
the
university
have
been
doing
around
cleaning
up
the
air
in
birmingham.
C
But
the
key
question
is
not
what
we've
done
is
what
more
we
need
to
do,
and
I've
always
said-
and
we
at
the
council
have
always
said
that
the
the
launch
of
the
clean
air
zone
is
the
start
of
the
journey
to
ensure
that
every
single
neighborhood
in
birmingham
has
not
just
legal
levels
of
clean
air
but
safe
levels
of
clean
air.
So
it's
the
conversation
will
be
about
where
we
need
to
go
next
on
our
campaign
to
clean
up
the
the
air
in
the
city.
C
So
shortly
we'll
be
hearing
from
william
bloss,
professor,
william
bloss
at
the
university
and
then
steve
arnold
at
birmingham
city
council,
the
head
of
the
clean
air
zone
team,
and
then
we
will
also
have
a
presentation
on
some
of
the
work
we
did
with
the
emergency
billing
transport
plan.
The
the
transport
plan
itself
is
going
to
cabinet
next
tuesday,
hopefully,
it'll
get
agreed
and
adopted.
We've
had
quite
some
coverage.
C
I
wasn't
expecting
to
get
emails
from
people
in
new
york.
Brom
is
living
in
new
york,
telling
me
how
wonderful
this
is,
and
this
morning
I
had
to
do
some
media
from
from
from
some
media
with
colleagues
in
the
states
too.
So
there's
been
a
lot
of
positive
news
about
the
birmingham
transport
plan.
C
It's
been
adopted,
it's
been,
it
will
be
adopted
next
week
and
it's
it's
certainly
sent
got
people
talking,
there's
a
lot
of
people
who
are
supportive
and
there's
some
quite
challenging
some
of
the
the
ideas
within
that
too
so
we'll
be
hearing
from
phil
edwards,
the
assistant
director
for
transplant
connectivity
and
mel
jones,
a
senior
obviously
in
the
transport
team,
about
some
of
the
work
we've
been
doing
about
that
and
then
there'll
be
an
opportunity
to
have
some
group
discussions
about
what
more
we
need
to
do.
C
What
people
feel
about
the
emergency
transport
plan
and
the
birmingham
transfer
planner?
How
we
can
take
that
piece
of
work
to
another
level,
so
that
will
get
us
through
today's
session
so
moving
forward.
We
want
to
focus
on
particular
things.
So
today's
the
theme
really
is
transport
and
clean
air,
but
on
in
future
community
assemblies.
We
also
want
to
focus
on
other
key
aspects.
You
know
we
all
remember
the
seven
key
strands
of
our
climate
change
action
plan.
C
We
want
to
give
updates,
but
we
also
need
to
have
some
challenge
of
all
the
different
partners,
particularly
the
local
authority,
and
how
we
can
we
can
do
in
this.
Do
more
in
this
area.
So
without
further
ado,
I'm
going
to
hand
over
to
professor,
william
bloss
from
the
west
midlands,
air
project
they're
a
fantastic
initiative
william
and
his
team,
so
bill
and
his
team
have
some
of
the
best
monitoring
equipment
based
here
at
the
university.
C
We've
got
this
one
of
the
key
super
sites
based
here
at
the
university
that
is
so
helpful
and
we,
as
a
council
work
very
very
closely
with
bill
and
the
project
and
are
regularly
getting
information
about
the
work
that
we're
doing,
whether
that's
helping
or
hindering
clean
air
in
the
city
so
bill.
You've
got
a
presentation
to
take
us
through
having
you.
A
A
So
I
just
wanted
to
start
off
with
this
question.
Is
our
air
clean-
and
I
found
this
quote
from
then
princess
victoria
when
she
visited
the
region
in
1832
and
it
wasn't
a
particularly
sort
of
tourist
brochure
type
statement.
She
came
up
with
remarking
on
the
desolation
engines,
flaming
coals,
in
abundance.
Very
much.
The
industrial
west
midlands
then
emerging
as
one
of
the
sort
of
key
drivers
of
industry
of
the
world.
A
So
there
were
some
challenges
and
those
sort
of
came
to
a
peak.
I
guess
in
the
uk
as
a
whole
in
the
london
smogs
in
the
1950s,
the
p
supers.
The
photo
shows
you
the
smoke
in
london
in
broad
daylight
and
the
caption
shows
you.
Apparently
it
was
a
very
busy
time
for
thieves,
presumably
facilitated
by
the
visibility.
A
But
on
the
back
of
that
we
had
legislation,
we
had
the
national
clean
air
act.
We
moved
a
lot
of
power
generation
and
industry
out
of
our
cities,
and
now
our
skies
are
blue,
at
least
some
of
the
time
when
they're,
not
grey
so
have
we
got
clean
air.
We
live
in
a
world
where
people
will
pay
25.95
plus
shipping
to
buy
a
cylinder
of
rocky
mountain
air
from
canada
and
have
it
shipped
over
and
we
live
in
a
world
where
we
get
newspaper
headlines
like
this.
A
A
The
two
things
that
we
are
focusing
on
in
terms
of
air
pollutants
that
are
harmful
to
health
are
nitrogen
dioxide,
gas
or
no2,
which
is
a
brownish
gas
when
you've
got
an
awful
lot
of
it.
But
normally
we
can't
see
it
in
the
air
and
fine
particles
suspended
little
tiny
bits
of
solid
and
liquid
matter
that
are
small
enough
to
inhale
deep
into
our
lungs
and
into
our
bloodstream.
A
The
pie
chart
on
the
left
shows
you
contributions
from
local
road
traffic
as
the
big
green
chunk,
and
then
the
red
bit
is
a
little
bit
of
background
traffic,
and
then
we
have
other
machinery
and
industry
and
things,
and
if
we
expand
that
red
chunk
out
on
the
right
hand,
side,
you
can
see
the
contribution
from
diesel
cars,
diesel
vans,
diesel,
hdvs
and
diesel
buses
and
then
petrol
cars
at
the
bottom.
So
the
common
feature
is
the
word
diesel
in
terms
of
the
local
no2
source.
A
If
we
look
at
a
map
of
no2
across
the
west
midlands,
we
get
something
like
this.
So
on
the
plot.
Here
you
can
see
birmingham
in
the
middle.
You
can
see
coventry
at
the
bottom
right,
the
black
country
up
at
the
top
left-
and
it
looks
like
a
map
of
the
strategic
road
network
and
that
reflects
the
traffic
source
for
no2
and
the
levels
are
lower
when
we're
further
away
from
the
roadways.
A
One
of
the
things
we've
been
doing
at
the
university
is
measuring
the
variation
in
no2
across
the
city.
The
graph
here
shows
you
no2
levels
on
the
y-axis
as
a
function
of
time
of
day.
This
was
data
that
my
colleague
salim
alam
collected
and
we've
got
three
different
colors
of
lime
on
here.
The
purple
line.
That's
high
up
is
a
roadside
location
data
from
the
ring
road
in
the
northeast
of
the
city.
A
The
red
is
an
urban
background
site
remote
from
roads,
and
the
blue
is
the
air
quality
supersite
on
the
university
campus.
So
you
can
see,
as
we
go
from
midnight
through
to
the
morning
rush
hour.
The
no2
levels
go
up,
they
drop
down
again
during
the
day
they
rise
up
again
in
the
afternoon,
see
they
rise
and
fall
with
the
traffic
through
the
day.
A
So
the
fact
that
no2
is
different
in
different
places
in
the
city
means
that
things
that
birmingham
do
can
change
the
no2
level.
We
experience
that's
no2,
jumping
back
to
the
key
air
pollutants,
the
other
one
is
pm,
2.5,
the
fine
particles,
and
they
have
a
much
more
complex
set
of
sources.
You
won't
be
able
to
read
the
words
on
here,
but
hopefully
the
picture
shows
that
there
is
road
transport,
but
there's
also
industry,
there's
agriculture,
there's
combustion,
particularly
solid
fuel
combustion
and
a
whole
range
of
other
activities,
contributing
to
fine
particles.
A
A
A
So
we've
talked
about
transport,
we've
talked
about
combustion
in
power
generation,
heating,
domestically
and
heating
in
industry
and
agricultural
sources,
and
when
that
combustion
is
fossil
fuel
combustion,
when
we're
burning
petrol
or
oil
or
diesel
or
coal,
then
if
we
tackle
that
source,
we're
addressing
a
cause
of
climate
change
and
we're
addressing
air
pollution
sources,
so
there's
a
win-win.
There's
a
co-benefit
from
actions
to
address
climate
for
air
pollutants
and
for
our
health.
A
A
A
So
this
is
the
west
midlands
again
and
now
the
colors
are
showing
you
the
combination
of
the
air
pollution
level
and
the
number
of
people
living
in
particular
areas
of
the
city.
So
it's
showing
you
the
sort
of
burden
of
air
pollution
across
the
population,
so
you
can
see
the
most
people
with
the
highest
air
pollution
levels
live
in
the
city,
centers
in
coventry
and
birmingham
in
particular,
and
you
can
see
some
of
the
connections
in
the
black
country
up
there.
A
A
The
top
map
shows
you
what
would
happen
if
all
wards
in
the
region
were
to
comply
with
the
10
micrograms
level,
the
pm
2.5,
so
that
would
bring
a
big
change,
a
big
benefit
for
those
city
centre
communities,
particularly
in
birmingham
and
in
coventry,
but
not
much
change
for
a
lot
of
the
rest
of
the
region.
A
If
we
were
to
reduce
average
levels
of
pm
2.5
across
the
region,
you'd
get
the
middle
plot,
so
you'd
spread
out
the
benefit,
but
the
colors
have
got
lighter
and
we're
not
bringing
as
big
a
gain
to
the
communities
in
some
of
the
city
center
locations,
which
are
some
of
the
communities
that
have
some
other
challenges
as
well,
and
then,
if
we
bring
both
of
those
together
and
I've
called
this
ambition.
If
we
have
policy
ambition,
we
can
make
the
whole
map
go
dark.
A
A
Air
pollution
tends
to
be
really
miserable,
so
I
just
wanted
to
show
that
we
are
making
progress.
This
is
a
graph
of
something
called
black
smoke
literally
how
much
you
would
darken
a
piece
of
paper
with
air
sucked
through
it
sowing
from
1955
at
far
left
through
to
about
15
years
ago.
Now,
and
hopefully
you
can
see
the
curve
drops
down,
our
air
is
a
lot
cleaner
than
it
used
to
be,
and
a
lot
of
the
things
that
we
worry
about
would
not
register
on
the
dial
for
their
pollution
50
years
ago,
or
so.
A
So
what
we're
doing
at
the
university
before
I
kind
of
draw
this
all
together
is
helping
to
boost
the
observational
capability
for
air
pollution
across
the
city.
We
have
an
activity
to
measure
real-world
on-road
emissions,
which
will
give
data
to
refine
interventions
like
the
clean
air
zone
in
the
future.
A
A
If
we're
thinking
about
pm
2.5,
that's
the
bigger
challenge
for
the
future.
That's
the
one!
That's
that's
going
to
push
us
over
the
next
few
years
and
it's
a
mix
of
things
we
need
to
think
about
especially
combustion
and
especially
solid
fuel
combustion
domestically
and
in
industry,
and
that
needs
coordinated
approaches.
A
Air
quality
and
climate
carbon
there
are
win-wins
to
be
had
there,
but
the
scale
is
a
bit
different.
So
to
make
a
difference
on
global
climate
change,
we
need
to
reduce
carbon
emissions
in
birmingham
and
in
beijing
and
in
bermuda,
but
the
local
actions
that
reduce
the
air
pollutant
emissions
in
birmingham
will
bring
local
air
quality
benefits
for
local
people,
irrespective
of
what
happens
in
beijing
or
bermuda.
A
So
there's
a
slightly
different
scale
to
think
about,
and
then
finally,
communities
experience,
poor
air
quality
differently,
and
so
there's
scope
to
use
this
big
lever
called
climate
and
air
quality
policy
to
address
some
of
that
environmental
inequality.
If
we
wish
to
do
so,
so
that's
where
I'm
going
to
stop.
Hopefully,
I've
thrown
out
a
few
things
for
people
to
think
about,
and
I
look
forward
to
questions
later.
E
So
I'm
stephen
arnold,
I'm
the
head
of
the
clean
air
zone
for
burma,
city
council,
so
bill's,
taking
away
some
of
my
thunder
actually
with
some
of
his
slides,
but
he's
the
expert
in
this.
So
I
will
only
touch
upon
a
couple
of
those,
but
he's
absolutely
right.
No2
is
the
single
biggest
air
pollution
issue
that
birmingham
has
and
the
clean
air
zone
is
the
way
in
which
we're
helping
to
address
that
and
we're
doing
that
now.
E
But
really,
the
purpose
of
today
is
to
talk
about
what
more
we
can
do.
But
what
I
want
to
do
today
is
to
run
through
some
of
the
early
data
that
we're
seeing
from
the
clean
air
zone.
This
is
only
the
beginning
of
the
journey
in
terms
of
the
data
that
we're
getting
access
to
and
we'll
be
working
really
closely
with
the
likes
of
bill
and
his
colleagues,
but
also
other
partners
from
across
the
city
as
well
to
understand
what
the
data
is
telling
us
what
other
additional
insights.
E
What
other
actions
we
may
need
to
be
taking
around?
Not
just
no2
but
other
pollutants
such
as
pm,
2.5,
so
bill's
already
spoken
about
the
impact
of
poor
air
quality
and
the
single
biggest
source
is
tailpipe
emissions
for
no2
and
it's
addressable
it
is.
It
is
absolutely
addressable
and
and
that's
why
we've
we've
introduced
the
clean
air
zone,
so
birmingham's
clean
air
zone
launched
on
the
1st
of
june.
It
covers
an
area
inside
the
a45
84540
middleway.
E
So
if
you're
on
the
middleway,
you
will
not
be
charged
a
fee
for
entering
the
clean
air
zone.
But
if
you
come
off
the
middleweight
you
will,
but
that
is
only
if
you're
in
a
vehicle
that
does
not
meet
the
emission
standards
for
the
clean
air
zone.
So
that's
euro
6
for
diesel's
euro
4
for
petrol,
but
we
have
introduced
a
type
d
clean
air
zone
and
that
is
the
highest
level
of
clean
air
zone.
E
Other
cities
are
looking
at
different
types
of
clean
air
zone
to
address
their
local
challenges,
but
for
us
it's
a
type
d
and
it
covers
all
categories
of
vehicles
daily
charge.
That
applies.
Eight
pounds
for
cars,
taxis,
vans,
50
pounds
for
hgvs
coaches
and
buses,
but
we're
not
the
only
city
introducing
a
clean
air
zone
bath
introduced
theirs
in
march
and
york
introduced
non-chargeable
clean
air
zone
earlier
in
the
year.
Portsmouth
are
due
to
introduce
one
in
the
ultimate
this
year,
bradford
bristol
greater
manchester
sheffield.
E
Newcastle
and
other
cities
will
be
introducing
clean
air
zones
over
the
next
few
years
in
the
main,
they're
type
c
or
type
b.
Clean
air
zones,
but
bristol
will
be
introducing
a
type
b
benzo.
So
this
is
a
policy
initiative
that
other
cities
are
adopting
to
address
their
local
air
quality
challenges,
and
london
already
has
an
ultra-low
emission
zone.
It's
not
part
of
the
government's
clean
air
zone
framework,
but
operates
in
a
very,
very
similar
way
and
they're
expanding
that
area
on
the
25th
of
october
to
encompass
a
much
greater
area.
E
E
E
We
published
that
at
the
end
of
july
and
that
sets
the
baseline
that
will
be
measuring
and
monitoring
improvements
in
air
quality
longer
term,
we'll
be
measuring
that
over
a
reasonable
period
of
time
6
to
12
months,
because
that
enables
us
to
get
capture
sufficient
data
average
that
out
over
a
period
of
time.
So
you
get
a
much
more
consistent
view
of
what
is
actually
going
on
over
time.
E
But
at
the
beginning
of
june
the
zone
became
operational
and
from
the
beginning
of
june
to
the
middle
of
june,
when
payments
started,
we
saw
a
drop
in
terms
of
the
volume
of
unique
vehicles
entering
the
zone
from
100
down
to
around
about
95
000
vehicles.
It's
remained
reasonably
consistent
since
that
period
of
time,
so
the
volume
of
vehicles
unique
vehicles
enter
the
zone
is
kind
of
holding
up.
E
But,
interestingly,
what
we
have
seen
since
the
beginning
of
june
was,
since
the
middle
of
june
is
a
steady,
consistent
rise
in
the
percentage
of
compliant
vehicles
entering
the
zone.
That
also
means
that
the
percentage
of
non-compliant
vehicles
entering
the
zone
has
reduced
over
time
to
start
off
with.
It
was
above,
I
think,
at
the
very
beginning
of
june,
it
was
18,
dropped
down
to
12
and
steadily
decreased,
so
it
suggests
that
the
clean
air
zone
is
starting
to
have
its
desired
impact.
E
It
is
discouraging
the
most
polluting
vehicles
from
entering
the
the
clean
air,
and
what
we're
also
looking
at
is
just
how
that
compliance
breaks
down
across
the
different
categories,
so
the
chart
at
the
top
shows
how
compliance
is
changing
over
time
for
each
of
the
the
key
categories
of
cards
when
you
buses,
vans,
hgvs
and
coaches,
and
then
the
bar
at
the
bottom
just
gives
an
indication
of
the
of
how
of
how
those
categories
of
vehicles
make
up
the
overall
fleet
entering
into
the
clean
air
zone.
E
So
around
about
80
of
all
vehicles
are
passenger
cars
and
that
is
driving
the
the
fleet
average
in
terms
of
compliance.
Interestingly
hgvs
and
buses
and
coaches
have
a
very
high
level
of
compliance
above
90
and
for
coaches.
It
is
in
fact
above
98
around
99,
so
a
lot
of
that
is
down
to
the
work
that
the
likes
of
national
express
west
midlands
did
prior
to
the
launch
in
terms
of
upgrading
its
fleet
and
ensuring
that
there
were
no
non-compliant
vehicles
entering
the
zone.
E
The
one
area
of
interest
that
we
have
and
starts
to
look
at
is
with
vans.
The
level
of
compliance
within
that
category
is
lower
than
the
overall
fleet
average,
but
it
is
the
second
biggest
category
of
vehicles.
E
Originally,
we
were
expecting
or
modeling
compliance
to
be
around
about
60
percent
and
in
fact
it's
about
it's
it's
above
90,
so
that's
really
positive.
We
we
think
that
the
the
the
prospect
of
the
clean
air
zone
being
introduced
has
helped
to
drive
some
of
that
behavior
change.
E
The
next
couple
of
slides
really
just
talk
about
some
of
the
other
things
we've
already
started
to
see
in
a
couple
of
well,
in
particular,
with
the
taxi
and
hackney
carriage
community,
with
the
private
hire
vehicles,
we've
seen
the
levels
of
compliance
double
for
both
private
hire
and
hackney
carriages
for
private
hires,
that's
now
at
81,
and
has
continued
to
increase
actually,
since
since
this
data
was
pulled
together
earlier
in
the
year
with
the
hackney
carriages,
the
level
of
compliance
has
doubled,
but
it
is
significantly
lower
and
we
think
there
are
a
number
of
reasons
for
that
within
that
particular
sector
that
it
has
been
particularly
hard
hit
by
some
of
the
economic
challenges
of
covid.
E
But
again
we
are
looking
at
other
ways
in
which
we
can
encourage
and
support
that
change
and
getting
those
drivers
into
compliant
vehicles
in
in
order
to
achieve
compliance
and
make
the
improvements
in
their
quality
as
quickly
as
possible.
E
This
next
slide
really
just
looks
at
also
what's
happening
with
the
age
profile
of
those
vehicles,
the
top
slide.
Sorry,
the
bottom
slide
looks
at
2018.
As
you
can
see,
there
were
vehicles
in
the
fleet.
The
result
was
25
years
old.
E
That's
now
moving
to
the
left
so
that
that's
generally,
an
indication
of
improvement
in
the
fleet
greater
provides
better
air
quality,
that's
being
produced
by
those
on
those
vehicles,
but
the
clean
air
zone
really
is
an
enabler
of
change.
Some
of
the
other
programs
being
supported
by
the
cleaner
zone,
include
an
expansion
of
the
city's
fast
and
rapid
electric
vehicle
charging
network.
There's
a
strategy
in
development
in
development
to
also
roll
out
additional
electric
vehicle
charging
points,
but
as
bill
said,
that
brings
its
own
challenges
as
well,
and
we're
also.
E
E
But
again,
the
the
clean
air
zone
is
an
enabler
of
change
within
the
route
to
zero
program
as
well.
Some
of
the
benefits
that
arise
from
the
changes
around
improvements
to
the
vehicle
fleet,
but
also
encouraging
people
to
think
about
doing
something,
different
use,
more
public
transport
walking
cycling.
All
of
those
are
benefits
that
arise
from
the
construction
of
the
clean
air
zone.
B
E
To
cover
that,
or
do
you
want
to
come
in
okay,
so
bill's
already
talked
about
some
of
the
challenges
around
no2,
but
also
particular
matter,
but
I
think
it
was
just.
Last
week,
world
health
organization
came
out
with
some
guidance
around
changes
to
the
the
guidance
for
the
limits
for
nitrogen
dioxide
moving
from
40
micrograms
per
cubic
meter
down
to
10,
which
presents
a
number
of
significant
challenges
which
bills
have
touched
on
really
in
his
presentation.
E
So
really
what
we'd
ask
you
to
consider
is
the
the
kinds
of
systemic
changes
that
you
believe
are
likely
to
be
required
and
are
they
achieved
achievable
and
by
what
time
frame?
But
what
we'd?
Also
like
you
to
look
at
as
well
as
some
of
the
challenges
around
particular
matter.
They
are
regional
in
scope
versus
nitrogen
oxide,
which
can
be
very
localized
very
burning
in
focus.
E
But
how
do
we
build
that
broader
base
of
support
for
change?
The
the
clean
air
zone
was
not
an
easy
thing
to
introduce.
There
were
a
number
of
challenges.
There
was
significant
opposition.
There
continues
to
be
opposition,
but
it
is
going
to
make
things
better
for
a
huge
number
of
people
and
it
will
create
a
legacy
through
some
of
the
money.
That's
that
gets
generated
and
is
then
reinvested
in
transport
related
strategies
and
policies.
But
how
do
we?
How
do
we
build
that
base
for
change.
C
C
So
we're
going
to
go
into
discussion
mode
now.
Are
we
going
to
going
to
break
up
into
groups
both
here
at
the
university
and
also
are
on
on
the
teams
group?
So
I
understand
that
there's
going
to
be
breakout
groups
that
elie
and
karen
will
allocate
you
to,
and
it
will
happen
very
it
will
happen
automatically
on
the
teams
group.
I
know
ian
mccloud
and
rose
horsefull
are
online,
but
can
I
ask
that
each
group
ensures
that
there's
somebody
making
some
rough
notes
of
the
discussion?
C
Some
you
know
two
or
three
key
headlines
to
come
out
of
come
out
of
your
discussions.
We're
also
going
to
break
up
into.
I
think
four
groups
here.
So
I
think
we've
got
a
group
here
a
group
over
here
and
if
we
can
have
a
group
around
the
back
there
and
another
group
there,
and
I
think
we've
got
four
scribes
that
can
come
around
and
cover
the
four
groups
off
to
have
this
discussion.
So
we've
launched
the
clean
air
zone.
Steve's
talked
about
that.
We
know
about
the
further
challenges.
C
We've
got
around
air
pollution
in
the
city.
Bill's
very
eloquently
spoken
about
that.
What
do
we
need
to
do
at
the
next
stages?
That
is
the
key
question.
What
are
the
interventions
that
not
just
the
council
but
the
city
as
a
whole
need
to
need
to
deliver
to
ensure
that
we
get
to
safer
levels
of
air
quality
in
every
single
neighborhood
in
this
city?
So
I
think
it's
going
to
be
all
go
now
yeah.
E
E
B
C
Okay,
colleagues,
those
in
the
room
can
obviously
hear
me.
I
see
I
assume
those
on
the
teams
meeting.
You
can
hear
me
too
brilliant.
Thank
you.
Thank
you.
That's
been
a
really
good
set
of
conversations.
I'm
sure
the
the
scribes
from
the
council
in
the
room
and
some
of
those
on
the
on
the
remote
groups
will
have
taken
down
notes
that
we
fed
back
into
ourselves
really
really
helpful
discussions
there.
C
So
the
next
and
final
discussion
today
will
be
facilitated
by
mel
mel
jones
is
a
senior
officer
in
the
transport
team
at
the
council,
so
mel's
gonna
going
to
go
through
a
presentation
on
the
emergency
birmingham
transport
plan
which
was
developed
in
I
think,
four
days
after
grant,
shap's
famous
downing
street
press
conference
and
we
were
able
to
consult
and
engage
with
some
key
folks
in
the
city
and
pull
that
together
and
deliver
a
substantial
amount
within
the
emergency
birmingham
transfer
plan
and
there's
some
ongoing
work.
C
So
I'm
going
to
hand
over
to
mel
who's
going
to
go
through
a
presentation
and
then
they'll
she'll
set
her
a
task.
It's
like
we're
all
students,
aren't
we
she'll
set
a
task
and
we'll
have
breakout
rooms
again
for
another
half
an
hour
of
discussions
over
to
you,
mel.
F
Good
evening,
everyone,
my
name-
is
mel
jones,
I'm
head
of
transport
planning
and
network
strategy
for
birmingham
city
council.
This
is
my
first
face-to-face
speaking
gig
in
about
18
months.
So
apologies.
If
my
presentation
style
is
a
little
rusty,
it's
easier
when
you're,
just
hiding
behind
teams-
and
you
can
just
read
your
script
direct.
F
This
is
so
my
disclaimer
here
is
that
the
emergency
active
travel
fund
schemes
is
only
a
small
part
of
the
work
that
we're
doing
on
on
active
travel
city.
Wide
we've
got,
we've
had
a
lot
of
investment
through
the
birmingham
cycle
revolution.
We've
got
our
local
cycling
and
walking
infrastructure
plans
that
set
sort
of
the
future
vision
for
that,
and
then
active
travel
in
and
of
itself
is
only
one
part
of
the
work
that
we're
doing
to
transform
the
city's
transport
network
under
the
cover
of
the
birmingham
transport
plan.
F
F
that
contained
many
of
the
right
ingredients,
but
we
recognized
a
few
years
later
that
actually
it
didn't
really
respond
to
the
scale
of
the
challenges
that
we
face.
We've
got
ambitious
plans
for
sustainable
and
inclusive
economic
growth
in
the
city,
more
homes,
more
people,
more
jobs
that
creates
more
demand
for
more
demand
for
travel,
and
we
knew
that
we
couldn't
allow
that
to
continue
based
on
previous
mode
shares,
with
the
dominance
of
private
car.
F
We've
also
got
a
range
of
other
social
and
environmental
objectives.
We
need
a
transport
system
that
is
more
focused
on
on
the
citizen
that
allows
people
to
access
services
and
opportunities
and
participate
in
society
in
a
more
equitable
way.
And
then,
of
course,
there
are
challenges
around
clean
air
and,
of
course,
the
the
climate
emergency.
So
what
we
really
need
is
a
step
change
in
transport,
investment
and
provision
and
transport
behaviour
change
on
a
scale
that
we've
not
really
seen
before.
F
We
consulted
on
it
late
between
late
2019,
early
2020
and
then
the
pandemic
happened
and
we
really
sort
of
parked
the
birmingham
transport
plan
at
that
point,
because
we
had
more
pressing
matters
to
deal
with,
and
we
very
quickly,
as
we've
seen
said,
developed
the
emergency
transport
plan
that
set
out
the
city's
transport
response
to
the
pandemic,
focusing
on
active
travel,
facilitating
social
distancing
and
maintaining
safe
public
transport
for
those
that
still
needed
to
to
use
it,
and
it
also
paved
the
way
for
a
green
low
carbon
recovery
started
to
set
out
some
of
the
actions
needed
to
avoid
a
swing
back
towards
private
car
use.
F
As
people
started
travelling
again
so
under
the
umbrella
of
the
emergency
transport
plan,
we
had
funding
from
the
government's
emergency
active
travel
fund.
We
had
funding
from
the
reopening
high
street
safely
fund
and
also
some
of
our
own
funding
as
well,
and
we
delivered
a
number
of
temporary
and
experimental
schemes,
the
majority
of
which
had
an
active
travel
focus.
F
So
now,
here
we
are
almost
two
years
later
from
drafting
the
original
birmingham
transport
plan.
I'm
pleased
to
say
that
we
feel
that
the
emergency
transport
plan
has
now
served
its
purpose
and
we're
transitioning
back
to
business
as
usual
or
the
new
usual
or
whatever.
Whatever
that's
going
to
look
like
and
as
as
we're
seeing
is
already
mentioned,
that
is
the
final
version
of
the
birmingham
transport
plan
entered
the
public
domain
yesterday
and
with
a
fair
wind
will
be
approved
as
policy
by
the
council's
cabinet
next
tuesday.
F
So
up
on
the
screen
there,
I
won't.
I
won't
read
it
out:
that's
that's
the
vision
actually
from
the
emergency
transport
plan,
but
it's
basically
the
same
vision
that
was
in
the
draft
and
the
final
transport
plan,
but
the
words
that
are
highlighted
in
bold
were
basically
the
ones
that
we
added
in
to
put
that
to
put
that
into
the
context
of
of
the
pandemic.
F
We
know
that
in
our
city
over
around
300
000
trips
are
made
every
weekday
by
car
that
are
less
than
one
mile
in
length,
so
there's
clearly
some
scope
to
start
to
influence
those
journeys
and
that's
where
active
travel
really
really
comes
in
into
play.
Lots
of
those
journeys
are
focused
around
things
like
the
school
run
or
pre-covered
people
traveling
to
pick
up
transit.
So
you
know
interchanging
with
bus
and
rails
and
rail
services
for
onward
journeys.
F
We
used
to
call
these
big
moves.
We
call
them
principles
now.
These
are
the
same.
They
were
the
same
in
the
first
draft
of
the
transport
plan.
They
were
in
the
emergency
transport
plan
and
they're
the
same
ones
that
that
we've
stuck
with
in
the
final
in
the
final
version,
I've
just
tried
to
set
out
here
a
little
bit
specifically
how
those
big
moves.
F
F
Transforming
the
city
centre
is
the
next
one.
This
is
about
really
reduction:
a
reduction
in
the
in
the
dominance
of
vehicular
traffic
in
the
city
centre,
making
an
overall
more
conducive
environment
for
active
travel.
I
mentioned
previously
about
first
and
last
mile.
F
F
This
ties
in
very
much
to
the
whole
concept
of
15
minute
neighborhoods
so
having
having
the
city
set
up
in
such
a
way
that
people
don't
need
to
travel
very
far
to
access
shops,
services,
education,
all
of
those
kind
of
things.
Obviously,
transport
is
part
of
that,
but
that
also
requires
those
services
to
be
available
locally.
F
In
the
first
place,
and
again
it's
recognizing
that
the
first
mile
of
a
lot
of
journeys
that
might
be
taking
place
over
a
longer
distance
and
using
public
transport
as
well
is
actually
from
people's
home
to
pick
up
the
transit
network,
and
we
want
them
to
be
able
to
do
that.
Using
active
travel
modes
where
we
can,
rather
than
people
driving
to
rail
stations
and
things
like
that,
and
then
the
last
principle
is
actually
managing
demand
through
parking
measures.
F
So
this
recognizes
that
people's
mode
choice
decisions
are
influenced
by
the
price
availability
and
convenience
of
parking
at
trip
ends.
How
that
relates
back
to
active
travel
is
very
similar
to
the
reallocation
of
road
space
repurposing
on
street
infrastructure,
taking
out
parking
spaces
to
create
modern,
footways
again
or
cycle
priority
or
cycle
parking,
but
also
again,
making
travel
by
car
relatively
relatively
less
attractive.
F
So,
coming
on
to
the
emergency
active
travel
fund,
these
were
the
schemes
that
we
that
we
delivered
under
the
under
the
emergency
transport
plan.
Last
last
year.
I've
taken
this,
as
I
said,
it's
a
sort
of
a
case
study,
but
this
is
not
the
sum
total
of
our
plans
with
regard
to
active
travel.
The
map
shows
the
schemes
that
were
included
in
our
trench.
One
bid
most
of
them
got
built.
F
Most
of
them
are
still
there
and
we're
now
looking
to
evolve,
improve
and
make
permanent
most
of
these
schemes
as
part
of
the
active
travel
fund
tranche
ii,
which
we're
currently
developing
and
or
out
consultation
on
all
of
the
schemes
used,
temporary
or
experimental
traffic
orders.
So
an
experimental
traffic
order
runs
for
18
months
with
the
statutory
consultation
period
that
takes
place
during
the
first
six
months
rather
than
prior
to
implementation,
but
it
has
to
be
removed
or
made
permanent
once
the
18
months
is
up.
F
F
It
is
a
proper
cycle
lane
usually
provided
two-way
marked
with
lines
signs
and
what
we
call
light
segregation
you
can
see
in
the
top
left
picture
there,
those
ones
that
we
call
them
that
actually
just
help
to
mark
out
the
cycle
lane
and
protect
it
from
from
traffic.
We
also
use
something
called
armadillos
which
are
sort
of
like
a
rounded
rubber,
curb
that
again
helps
to
mark
out
the
cycle
lane,
so
it
it.
F
It
provides
a
level
of
protection
for
the
cyclists
from
from
traffic,
but
it's
not
as
not
as
expensive
to
implement,
and
it's
not
as
much
of
a
barrier
to
people
with
mobility
difficulties,
as
a
curb
would
be.
F
We
did
include
some
areas
of
colored
coloured
surface
treatment.
You
can
see
there
in
the
bottom
left
picture,
but
that
was
just
focused
really
at
conflict
points.
Interaction
with
bus
stops
is
a
particular
challenge
which
we
resolved
with
by
providing
build-outs
so
that
buses
can
still
offer
level
level
boarding
where
people
have
to
cross
cycle
left.
I
don't
have
one
of
those
in
the
picture
I
mentioned
earlier
about
the
the
transforming
the
city
center
principle.
F
The
city
center
segment
is
one
of
the
schemes
that
helps
to
deliver
that.
So
what
that
does
is
it
divides
the
city
centre
up
into
into
cells
segments
zones,
whatever
you
want
to
call
them,
it's
radiating
out
from
the
center
a
bit
like
slices
of
pizza
or
or
cake,
and
we
install
a
series
of
modal
filters
to
make
the
segment
boundaries.
So
when
we
say
a
modal
filter,
that's
sort
of
a
road
closure
point
where
pedestrians
and
cyclists,
and
sometimes
buses
can
go
through
what
general
traffic
is
is
prohibited.
F
The
idea
being,
then,
that
if
people
are
moving
from
one
segment
to
the
other
in
a
private
vehicle,
they
have
to
go
back
out
onto
the
ring
road
which
helps
to
reduce
that
circulating
traffic
and
that
and
that
ramp
that
rat
running
within
within
the
city
centre.
So
we
implemented
a
number
of
those
initial
segments
modal
filters
in
trench
one
there
are
some
more
to
come
in
tranche
two.
F
The
challenge
in
the
city
centre
at
the
moment
is
there's
so
much
activity
taking
place
on
the
network.
It's
about
finding
the
right
time
to
effectively
close
certain
roads,
prevent
those
movements
but
still
allow
some
resilience
in
the
transport
network,
while
other
roads
might
be
closed
or
dug
up
or
or
other
lots
of
other
things
that
we're
that
we're
delivering
like
metro
and
major
planning
redevelopments.
F
We
then
have
the
places
for
people
schemes
which
were
probably
the
most
controversial
thing
that
we
did
sometimes
they're
referred
to
as
mini
hollands
or
low
traffic
neighborhoods.
We
try
to
call
them
places
for
people,
because
that's
really
very
much
the
ethos
of
what
we're
trying
to
achieve
again.
That's
a
series
of
modal
filters
usually
delivered
with
planters.
F
You
can
see
some
of
those
on
that
middle
image
at
the
top
there
and
then
with
a
bollard
in
the
middle.
The
bollard
locks
with
the
key
so
that
emergency
services
refuse
collection
vehicles
and
the
like
can
can
move
them
if
they
need
to
or
if
we
need.
If
we
need
to
reopen
the
road
in
the
event
of
an
emergency
and
again,
the
idea
is
about
creating
environments
that
are
less
dominated
by
cars,
stopping
those
cut-throughs
in
residential
areas
and
create
environments
that
people
feel
safer,
walking
and
cycling.
F
So
we
delivered
about
a
quarter
of
a
low
traffic
neighborhood
in
king's
heath.
We've
just
started
consultation
on
the
full
scheme,
which
covers
a
much
wider
area
in
the
cells.
We
have
a
places
for
people
scheme
which
takes
a
slightly
different
approach,
using
band
turns
and
one-way
systems
to
deliver
the
reduction
in
cut-throughs
rather
than
actual
closures,
and
then
in
mosley
we
had
a
demonstration
project.
That
was
just
two
modal
filters,
which
has
now
been
subsumed
into
the
wider
qt
scheme
and
then
in
castlevale
and
bourneville.
F
Additionally,
in
local
centers,
we
implemented
a
series
of
minor
measures
to
reallocate
space
mainly
from
parking
to
allow
social,
distancing,
cycling
and
walking
space
and
last,
but
by
no
means
least
in
the
city
centre,
we
created
a
number
of
locations
where
we
suspended
parking
and
widened
footwear
so
that
businesses
could
benefit
and
actually
have
more
outside
space
and
have
their
outside
pavement
licenses.
F
F
F
If
you
compare
the
kind
of
schemes
that
we
were
implementing
under
the
emergency
transport
plan
compared
to
building
something
like
hs2,
you
know
their
their
their
small
scales
changes
they're,
very
they're,
very
local,
but
it
just
goes
to
show
what
happens
when
you
start
to
impact
on
people's
on
the
area
where
people
live
and
and
and
that's
and
that
space
that
they
that
they
occupy
I've
worked
in
this
game
for
20
years,
I
cut
my
teeth
on
consulting
on
projects
like
metro
and
bus
showcase.
F
So
I
knew
it
wasn't
easy,
but
even
I
didn't
think
it
would
be
quite
this
hard
to
deliver
relatively
relatively
simple,
small-scale
infrastructure
changes
and
we've
seen
really
strong
vociferous
opposition
to
some
of
these
changes
that
are
trying
to
be
made
for
the
greater
good
and
we've
seen
a
real
polarity
in
views,
as
well
with
a
perception
of
winners
and
and
losers,
resulting
from
some
of
these
schemes
and
and
and
the
resultant
impacts
of
those.
F
The
short
time
scales,
present
delivery
challenges.
Never
again
do
I
want
to
have
to
deliver
schemes
on
the
time
scales
that
the
government
gave
us
to
deliver
those
those
those
schemes.
Last
last
summer,
it
was
extremely
challenging
and
not
something
that
we
would
want
to
make
standard
practice,
but
we
do
still
need
to
move
at
a
pace
if
2030
is
out
is
our
aim?
F
Historically,
our
citizens
have
very
high
expectations
in
terms
of
the
level
of
involvement
they
have
in
the
schemes
in
terms
of
the
level
engagement
that
presents
us
with
issues
in
terms
of
how
we
resource
that
making
sure
that
that
is
proportionate
to
the
scheme.
I
haven't
put
this
on
the
slide,
but
again
when
I
was
thinking
about
this,
the
other
thing
that
we've
been
challenged
on
a
lot
is
the
level
of
technical
rigor
that
we
put
behind
these
schemes.
A
F
The
impacts
of
some
of
these
relatively
you
know
my
minor
local
measures,
but
that
is
the
expectation
that's
coming
out
of
our
communities.
They
want
to
know
that
we've
dotted
all
the
eyes
and
crossed
all
the
teams.
F
We
do
have
support
for
a
vision,
but
it
doesn't
always
support.
It
doesn't
always
translate
into
support
for
the
actual
schemes
and
projects
we
love
to
say
the
devil
is
in
the
detail.
It
it.
It
really
is.
We've
got
this
sort
of
maybe
slightly
motherhood
and
apple
pie
version
this
this
utopian
future,
where
you
know
fantastic,
public
transport,
great
environments,
everybody
wants
that,
but
they
don't
want
to
change
their
own
behaviour
and
when
they
see
what
that
means
in
terms
of
well,
that's
fine.
You
want
that.
F
F
The
feedback
always
says
you've
got
to
improve
the
alternatives
before
you
make
car
use
harder.
I
think
I've
mentioned
before
you've
got
the
combination
of
push
and
pull
factors
for
things
like
reallocation
of
road
space
and
the
stuff
around
the
parking
measures,
but
I
think
there's
still
very
much
perception
that
people
that
are
switching
their
behavior
are
doing
it
for
the
greater
good
and
actually,
we
need
to
make
sustainable
transport
and
active
travel
in
this
context.
F
It's
a
complete
no-brainer
people
should
be
doing
that,
not
because
they
think
it's
the
right
thing
to
do,
but
because
it's
the
easiest,
cheapest
quickest,
most
convenient
thing
to
do,
and
I
said
not
make
it
the
obvious
choice
and
not
a
sacrifice
for
the
greater
good
and
then
finally,
finally,
coming
round
to
the
the
topic
in
hand,
it's
that
behavioral
response,
which
is
key.
You
can
lead
a
horse
to
water.
You
can't
make
it
drink.
How
do
we
actually
get
people
to
change
their
travel
behaviour?
F
One
of
the
issues
that
we've
had
with
a
lot
of
these
modal
filter
schemes
that
we've
put
in.
We
want
people
to
change
their
their
mode,
they're,
just
using
a
different
route
instead
and
the
kind
of
behavioral
response
we
see.
Early
doors
might
be
different
over
time.
So
it's
getting
acceptance
that
these
schemes
might
need
time
to
bed
in
and
that
we
make
things
worse
before
we
make
it
better.
F
F
So
here's
the
full
question
to
meet
birmingham's
net
zero
targets.
We
need
a
significant
reduction
in
overall
vehicle
kilometers
travel.
This
requires
a
step
change
in
investment
and
transport
infrastructure,
with
a
strong
focus
on
active
travel.
Hopefully,
through
the
birmingham
transport
plan,
we
will
pick
up
that
side
of
the
bargain
and
while
there
is
growing
support
for
what
we're
trying
to
achieve
through
the
route
to
zero
agenda,
delivering
even
small
scale,
changes
on
the
ground
often
meets
with
resistance
and
strong
opposition.
F
F
There's
your
there's,
there's
there's
your
leading
to
the
next
discussion
groups
and
I
really
look
forward
to
seeing
what
sort
of
things
come
back.
Thank
you.
G
G
Another
community
assembly
for
climate
change
in
the
new
year
so
spring
2022
and
you'll
all
be
invited
to
join
that
session,
and
it
just
remains
for
me
to
say
if
you've
got
any
feedback
on
today,
and
you
want
to
pass
that
on
to
to
le,
then
that
would
be
much
appreciated
any
ideas
about
how
we
can
make
these
sessions
work
differently
or
better
for
you
and
lastly,
just
to
thank
all
of
you
for
coming
out
this
evening
and
wish
you
a
safe
journey
home.
Thank
you.