PRO-FORMA BID Station Upgrade

Summary and overview

Scheme name:

Tilehurst Station Upgrade

Scheme promoter:

Great Western Railway, in collaboration with

Contact details: (name, email, telephone numbers)

Nicola Scott, Regional Development Manager East (Interim), Great Western Railway, 07976 295504 [email protected]

Tom Pierpoint, Commercial Development Director (Interim), Great Western Railway [email protected]

Chris Maddocks, Acting Strategic Transport Programme Manager, Reading Borough Council [email protected]

Brief description of the scheme and the main activities within it:

Delivering improved passenger experience and creation of a multi-modal interchange through an upgraded station forecourt with better pedestrian and cycle access, expansion of car parking and increase in secure cycle parking (cycle hub).

Location of the scheme:

Tilehurst

Local Authority: Reading Borough Council

Parliamentary Constituency: Reading West

Postcode: RG31 6TH

Rationale for the scheme and strategic fit

How will the scheme contribute to the delivery of Valley ’s Strategic Economic Plan (SEP)?

The proposed scheme at Tilehurst strongly supports key elements of the SEP. Tilehurst station is well- placed as a semi-urban location which offers both a commuting and leisure base of travellers. Given sufficient connectivity, stations can support sustainable economic growth by helping to accommodate increasing travel demand, particularly when growth in private car use is constrained. Stations are a key point of arrival and departure and the quality of the station environment forms part of peoples’ overall

Thames Valley Berkshire Call for Bids report November 2019 perception of a town or city. A high-quality station can improve the image of the location it serves, making it a more attractive place to live, work and invest.

The current station at Tilehurst is constrained, with poor quality facilities, not conducive to encouraging rail usage. The station is not in a highly visible location and as such is not a vibrant gateway nor easy to navigate to. As a local station, with trips predominantly from the surrounding residential area, the growth potential is for Tilehurst as a feeder station to larger service centres in the Thames Valley and beyond to London or the West. Supporting growth of trips for journeys by rail rather than private vehicle will support the reduction of congestion on the strategic highways network, particularly the A329 Oxford Road.

The proposals will deliver an improvement in the quality of the station area, attracting new users to the rail network and opening up new journey opportunities. An expansion of car parking and cycle parking facilities at Tilehurst will give potential customers greater certainty of finding a place to and attract more customers to use the station.

In particular the scheme contributes to the delivery of the SEP by:

Supporting Section 1 (3) Labour Supply: Address congestion: The scheme seeks to relieve congestion by attracting more rail users through improved passenger facilities, accessibility, improved perception of safety and security, Park&Rail and drop off facilities and increased cycle parking.

Supporting Section 1 (6) Functioning towns: Infrastructure within towns: The project will deliver a high-quality sustainable interchange and improved station environment that will better serve Tilehurst and passengers. It will also provide better connectivity between the station and the town. These improvements will help to increase footfall at the station.

Supporting Section 2 Package 6: Access to London Heathrow; Access to London via motorway and rail; Rail links to London Gatwick: The project will support access to strategic rail links including Crossrail (Elizabeth Line), Western Rail Link to Heathrow (WRLtH), improved North Downs Line services to Gatwick and HS2.

Supporting Section 3 Promote local sustainable transport networks: The proposal will enhance local sustainable transport networks and will promote active travel to the station, particularly by bicycle. Improved passenger facilities will increase the attractiveness of rail and support modal shift through linking existing pedestrian and cycling routes with the station, to unlock last mile journeys that can be undertaken using active travel modes. Increasing capacity for car parking will discourage private vehicle trips for the full journey and incentivise park and rail journeys, particularly for longer trips. The proposals for the station itself will result in an increase in secure cycle parking.

The enhancements at Tilehurst will help to accommodate the forecasted increase in rail passenger growth and will complement the investment made by Government in electrifying the Great Western Mainline and planned investment by Network Rail to make Tilehurst step-free by installing lifts to the overbridge.

The scheme supports further development of Tilehurst, including the delivery of housing sites: o 66 dwellings on Stoneham Park site o 35 dwellings on The Ridings site.

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What is the rationale for the scheme? Tilehurst station has had minimal investment over the years and facilities are tired and no longer fit for purpose. The car park is regularly at capacity, suppressing demand for the station. Occupancy levels in the car park have remained relatively static over the last three years also suggesting that there is not the room for growth at the station and potential rail users may be travelling to other nearby stations, or using other transport modes. The access to the station car park is via a narrow roadway which does not support a good perception of safety for pedestrians and cyclists interacting with vehicles. Similarly cycle parking is also over-subscribed with bicycles regularly chained to platform railings and no secure cycle parking area available for customers. There is a good quality shared walking and cycling path (Route R5) that links to the station, but the access into the station is poor, with no segregation of cyclists and pedestrians. The station forecourt area is congested and there is no designated taxi rank or drop off zone.

Utilising the Propensity to Cycle Tool1, the propensity to cycle in the station catchment area is between 2 and 3 %, lower, than the other areas of Reading. Provision of good quality cycle parking and safe cycle routes to destinations is a vital aspect of encouraging people to cycle. The scheme at Tilehurst will offer a much-improved offer for existing cyclists and those new to cycling, which is especially pertinent with the Government focus on active travel modes.

Figure 1: Propensity to cycle in the Tilehurst station catchment area

The project will also support bus interchanges at Tilehurst to strengthen bus-rail integration, particularly for local services such as the 16 service, reducing reliance on shorter private vehicle trips.

1 https://www.pct.bike/m/?r=berkshire

3 Figure 2: Bus 16 route

The project seeks to address the current issues at the station by:

• Increasing car parking capacity: preliminary designs indicate that a decked car park can be constructed on the footprint of the existing car park, increasing spaces from 118 to 217 • Segregation of car park and forecourt: to improve safety by creating a new access point for vehicles using the station car park • Upgrading the station forecourt: to include a new shared space for pedestrians and cyclists and a designated taxi and drop off area • New secure cycle parking: creating a new covered and secure cycle area for up to 100 bikes • Improvements to retail offering: an enhanced retail offering at the station, potentially benefitting the rail users, local residents and hikers/walkers using the nearby Thames Path

Network Rail is investing in a lift project at the station, which will enable the station to become step-free. The lift project will be delivered as a first phase of the upgrade scheme unlocking rail journeys from Tilehurst for passengers with mobility impairments.

The scheme will be delivered in two phases: • Phase 1: Network Rail installation of lifts to existing footbridge, making the station step-free • Phase 2: GWR delivery of station forecourt and car park works

What barriers to growth will it address? What is the evidence?

Reading and the surrounding towns need a functional and attractive public transport network to continue to grow sustainably. The electrification of the Great Western Mainline, the significant investment and expansion at Reading station, committed investment in Reading West, the proposed

4 development of the Mass Rapid Transit (MRT), a new station at Green Park and the solid foundation of a high-quality bus service contribute substantially to this. Tilehurst remains a station within the Reading area that does not have investment allocated and as such is deemed to be lagging behind, impacting on the perception of the station and surrounding area. Investment in Tilehurst station will go a long way to creating a gateway for the area and complements and enhances the significant investment in other transport hubs within Reading urban area.

Reading Borough Council (RBC) Transport Strategy to 2036 highlights the benefits of a modern, electric railway as a backbone to public transport within the town and by providing a modern and attractive transport hub at Tilehurst, this will give passengers an alternative route into central Reading, instead of the congested Oxford Road.

The development of the station will also contribute significantly to journeys into London, Oxford and other regional centres. This will increase the attractiveness of Tilehurst as a place to live and attract a new labour supply to move into the Thames Valley, providing the engine for business growth.

Tilehurst station is also a gateway to the North Wessex Downs Area of Outstanding Natural Beauty and has excellent connectivity to the Thames Path (European Walking Route E2), cycle route R5 and Round Berkshire Cycle Route, making the station attractive for leisure travellers and as a gateway to leisure destinations.

What other options have been considered?

A high level feasibility report has been conducted which reviewed three options for additional car parking and improved forecourt layout at the station. Feedback has been gathered from customer intelligence on the station and flagged where to focus future investment. Consideration was also given to a ‘do minimum’ scheme which would leave the current car park and access arrangements as is and focus on a public realm enhancement of the forecourt area.

Options considered were:

• Option A: Deliver only improved forecourt works (including drop off zone and cycle parking). This has not been pursued due to the small scale impacts likely to be generated. The existing narrow entrance to the car park would remain, which also presents a challenge in upgrading the forecourt whilst retaining space for safe vehicle access • Option B: Single-storey decked car park, in existing car park footprint. This option has not been pursued due to the inefficient layout of the car park, which only creates an additional 16 car parking spaces and as such is not good value for money • Option C: Single-storey decked car park, with new vehicular access. This option has not been pursued due to the inefficient layout of the car park, which only creates an additional 54 car parking spaces as the proposal remains within a very constrained site • Option D: Single-storey decked car park, with new vehicular access and additional land footprint from Network Rail. This is the preferred option, as shown in Figure 3 below. This is the most efficient option and generates an additional c.99 car parking spaces

5 Figure 3:Tilehurst station Option D – Preferred Option

To facilitate Option D, additional land is required into the GWR lease area from Network Rail. Preliminary discussions have been conducted with NR and the land is required as a compound area for the delivery of Phase 1: Lift Installation. However in principle this land parcel can be unlocked for the Phase 2 station improvements element of the upgrade on completion of the lift works.

What would be the consequences of a “do nothing” option?

A ‘do nothing’ scenario means that the station will continue to have suppressed demand, the car park and cycle parking are at capacity and as such attracting new rail users to the station will be limited to a smaller catchment area.

The station has tired facilities, which are not conducive to a shift towards more sustainable modes of travel. Without improvements, the station will become less attractive to use and fail to attract new users.

Furthermore, the general station environment will continue to depress land values. Unattractive stations can reinforce a cycle of lower value economic activity, lack of investment and increased crime in the surrounding area.

The status quo at the station offers only 2 blue badge spaces with a confusing forecourt layout, and poor use of space. A ‘do nothing’ option will mean that the investment made in the Thames Valley area in the rail network and surrounding stations and by NR to deliver a step-free station at Tilehurst will not be fully realised as the station will not be fit for purpose or futureproofed.

6 Which partner organisations are involved in, and committed to, the scheme?

The bid is submitted by Great Western Railway (GWR) in collaboration with Reading Borough Council (RBC). Network Rail (NR) has been involved in meetings regarding the upgrade proposals linking to the lift installation. Reading Borough Council (RBC) and Council (WBC) have expressed support for the scheme.

Letters of support are included as an Appendix to this application.

Value for money

What outputs will the scheme deliver?

The scheme will deliver a modal shift and increased rail patronage at Tilehurst, supporting the wider decarbonisation agenda within Reading and the surrounding area. The scheme focuses on making Tilehurst a more attractive and accessible station, promoting further development of Tilehurst as a well- connected place to live, unlocking housing developments for the Borough. In addition, better passenger facilities, including accessibility improvements, will attract an increase in leisure travellers to the area, supporting the local hospitality sector. The scheme has identified housing and jobs outputs as outlined in the table below.

2019/ 2020/ 2021/ 2022/ 2023/ Outputs Later Total 20 21 22 23 24 LGF/Growth Deal Other public sector

Houses (specify which) (units) Private sector 66 Total LGF/Growth Deal 2 2 Other public sector

Jobs (specify which) Private sector 1 Total LGF/Growth Deal Other public sector Employment floorspace (sq (specify which) m) Private sector Total LGF/Growth Deal

7 Other public sector

(specify which) Businesses created Private sector Total LGF/Growth Deal Other public sector

Business (specify which) assists Private sector Total LGF/Growth Deal Other public sector

Other (specify which) (specify) Private sector Total

How have these outputs been estimated?

The Oxford Road corridor is over capacity and there is limited opportunity to provide additional highway capacity. Any planned development which uses this corridor is therefore reliant on the delivery of public transport improvements for its delivery. These outputs have been determined from the planned development based upon likely use of the station for access, based upon census Travel to Work data.

What wider outcomes will be achieved in TVB? Please quantify these if possible.

The enhanced facilities at Tilehurst will make a major contribution to reducing congestion in the vicinity. Investing in Tilehurst as a transport hub for journeys presents an alternative to trips by car to the centre of Reading. Furthermore, wider outcomes can be quantified as:

- Making a contribution to the many rail investment projects that the area is now benefitting from such as the electrified Great Western mainline, the Reading Station upgrade and associated new rolling stock and a timetable overhaul. The scheme can couple much needed aesthetic and facility upgrades, with the journey time and quality benefits of the Electrostar trains operating between Didcot and London;

- Providing great facilities to ensure improved customer satisfaction with journeys in the Thames Valley region and connectivity with other rail projects that will bring benefits in the future such as Crossrail and Western Rail Link to Heathrow; and

- Research into land values surrounding railway stations has identified that land and property values within 1km of stations can increase by around 10% above levels of growth in surrounding areas (Source: Wider Economic Benefits of Improved Rail Frequencies, Mott MacDonald, 2012)

8 To what extent are these outputs (and downstream outcomes/impacts) likely to be additional? What is the basis for this assessment?

Investment in Tilehurst is limited. The Tilehurst area is a residential area but is constrained by traffic congestion during the peak periods. The improvements to the station facilities will encourage more people to travel by rail and will make Tilehurst a more attractive area to live and do business in.

What is the nature of the resourcing package that is proposed (e.g. balance between private sector investment, loans and grants, etc.)?

The proposed resourcing package is 62% LGF and 38% Network Rail

What is the funding package through which the scheme will be delivered?

Later Source Year 2021/22 2022/23 Total years Business rates retention pilot £6,000,000 Growth Deal or other Capital £500,000 Government Grant Revenue Other public sector Network £4,000,000* Rail CIL/s.106 Private sector Total *Subject to Network Rail approvals and validation

Deliverability and risks

How secure are the funding contributions from your own organisation and elsewhere?

The scheme has active support of the rail industry. Network Rail has received approval in principle for their contribution to the lift installation at Tilehurst.

What are the key scheme milestones?

A high-level programme showing anticipated project milestones is set out below.

9 Milestone Date/month

GRIP 1 feasibility report – Phase 2 Complete (GWR) Outline Design – Phase 1 (NR) In progress

Outline Design - Phase 2 (GWR) Spring 2021

Detailed Design – Phase 1 (NR) Summer 2021

Construction – Phase 1 (NR) Spring 2022 BLTB Business Case Review - Phase Summer 2021 2 LEP Funding Approval - Phase 2 Summer 2021

Detailed Design – Phase 2 (GWR) Autumn 2021

Land transfer – Phase 2 Winter 2022

Planning permission - Phase 2* Autumn 2021 Procurement of Main Contractor - Summer 2022 Phase 2 Construction – Phase 2 (GWR) Spring 2023

Open to Public Spring 2024

*If required for new vehicle entrance proposed to access the car park

What are the proposed arrangements for project management?

GWR will act as the lead on the works within the station demise, for the cycle hub, station enhancements and car parking. GWR will implement a Contract Management strategy which will include a regular report to track progress against key criteria and joint performance review meetings to track progress.

GWR and RBC will work together on the design and construction of the highway alteration element of the project.

A detailed project programme will be developed for the scheme and a project management manual will be produced and used as a live document by the team as one management tool. GWR will also have responsibility for the overall management for the project, with responsibility for providing updates on progress to TVB LEP and BLTB when required.

Governance protocols will include appropriate progress reports to Local Authority Councillors and the appropriate TVB LEP meetings.

Meetings with wider stakeholders, such as bus operators will be convened as required.

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What are the principal risks linked to the scheme’s delivery, and what actions will be (or have been) taken to mitigate and manage these?

Severity Likelihood Risk (H / M / Mitigating actions (H / M / L) L) Ground conditions poor for the construction of the L M Surveys to be progressed at an early stage decked car park

Form 001 design L M A BAPA will be required between GWR and NR. comments lead to Early engagement with the NR Sponsor and programme extension workshop session to be held with GWR and NR design team prior to Form 001 formal submission Protracted discussions H H The new car park requires land outside the with NR on lease boundary GWR lease area but within the NR lease. NR extension to include the agreement will be required. Ongoing current construction discussions with NR have highlighted that this compound and track access land cannot be accessed until after the lift installation is complete

Phase 1 (NR) and Phase 2 M L Phase 1 works by NR are required to take place (GWR) works overlap on first and are a dependency to the land required site with implication for for the Phase 2 works. Ongoing dialogue with station operations NR and GWR to minimise impact and manage programmes jointly.

Buried services / utilities M M A survey of below ground services has not been carried out. A full search of utilities across the whole scheme area will be undertaken prior to detailed design work being undertaken to ensure that the design can mitigate against the need to divert or relocate services.

Planning permission H M Agreement of permitted development (PD) required for the project rights with Reading Borough Council – early engagement with planning authority expected. The site does not lie entirely within the station lease plan (with both land required from NR and encroachment onto Highways land) and as such it is expected that Prior Approval may be required for the new vehicular entrance on Oxford Rd

Transport modelling M H The Planning Authority will require a transport identifies issues with the assessment to prove the capability of the new car park entrance existing access roads and junctions as well as the proposed new access and junctions required with the proposed options. Early

11 engagement will be undertaken with the Planning Authority, with advice from RBC as a scheme supporter

Proximity to Overhead Line M M Network Rail has been engaged at the early Equipment project stage. Once the project is live, early liaison with Network Rail asset engineers should be sought to understand the implication and build out

What assessment has been made of the value for money of this scheme?

The preparation of a full business case is required to understand the detailed and wider benefits of the scheme.

How will this scheme contribute to the natural capital of Thames Valley Berkshire?

The importance of making a positive contribution to the natural capital of Berkshire is at the forefront of this project.

The RBC Transport Strategy 2021 – 2036, emphasises the importance of a modal shift to more environmentally sustainable modes of transport. Therefore, the importance of providing appropriate facilities to support and encourage the growth in (electrified) rail travel has significantly increased. The combination of electric trains which emit 20-35% less carbon per passenger mile than a diesel train and the more efficient timetable alongside the elements of this scheme, which will provide enhanced cycle parking facilities at the station will make a very positive contribution to encouraging modal shift and helping to reduce carbon emissions. Other elements of natural capital considered were:

Air Quality – Attracting a mode shift to public transport and any resulting decongestion will have a beneficial effect on concentrations of nitrogen dioxide, PM10 and PM2.5. The Oxford Road corridor from Tilehurst into Reading is identified as an area where action is required.

Noise - It is considered that the noise changes of the scheme are likely to be imperceptible once the scheme is operational, given the likely changes in flows, vehicle speeds and distance.

Natural Environment, streetscape and urban environment - the scheme will regenerate the current station environs and access arrangement to the station and car park. The existing environment will be markedly improved by a modern forecourt and approaches.

Biodiversity - The scheme is not expected to have any negative impact on biodiversity given its urban environment.

Greenhouse Gas emissions – Installation of the Shield energy management system enables remote monitoring of energy consumption, delivering at least a 15% decrease in electricity consumption and C02

12 emissions (installation at Twyford delivered 33% reduction). This can be further expanded to remotely control and automate heating at the station, significantly reducing energy consumption.

Light pollution - the Shield system enables lighting to automatically be dimmed at night across the station and switched off when not required, benefiting neighbours, reducing energy consumption and reducing disruption to nocturnal ecosystem activity

How will this scheme maximise social value for Thames Valley Berkshire? In responding to this question, please say how this scheme will support apprenticeships.

The project will enable the following key benefits:

• Reduction in vehicle congestion towards Reading town centre – the scheme will assist in promoting sustainable travel into Reading and beyond and impacting positively on congestion, through mode shift to more sustainable travel

• Improving access to the rail network for persons of reduced mobility

• Enhanced active travel offer, primarily a more attractive cycling offer

• Improved ability to Park&Rail enables access to the railway from a wider catchment area

• Improved bus interchange improves integration of different mass transit modes and enables more people to use public transport in the area

• Personal Affordability - The scheme provides improved accessibility for all users. It will not affect ticket prices.

• Journey quality - The improvements to station facilities, access and security will have a significant beneficial impact on the users’ journey quality

• Local business growth – The scheme will maintain and improve the retail offering at the station, providing benefit to local residents and potentially enabling a development of local business

This project will provide improved connectivity for local pedestrian and cycle trips to the station and will encourage cycle trips between the residential areas and the railway station, thus benefitting those who do not have access to a car. An increase in secure cycle parking facilities at the station will also enhance the overall safety and security of the station area, as the cycle hub will be covered by the CCTV.

People switching to use the rail services will benefit from an increase in physical activity for their walk or cycle ride to the station compared to private car use. A study was carried out by Wener and Evans (2007) comparing differences in levels of physical activity between car and rail commuters. One hundred and eleven rail and car commuters were asked to wear a pedometer for one week of commuting on their regular route and complete a standardized self-report physical activity index. Rail commuters walked on average 30% more steps per day, reported having walked for a period of 10 minutes or more while travelling significantly more often, and were 4 times more likely to walk 10,000 steps per day than car commuters. This showed how travel mode can significantly affect the amount of physical activity commuters accumulate during the course of a typical work day without planned or co-ordinated exercise programmes.

13 Accessibility will not only be improved by the NR Phase 1 lift installation, but also by creating a more reduced mobility-friendly forecourt, station approaches and increased number of accessible car parking spaces. This is not only a benefit for disabled users of the railway, but also persons of reduced mobility and supports those with mobility issues in accessing the rail network.

A more attractive station overall will provide improved linkages that will provide improved access for local residents to jobs and knock on improvements in the range of services and goods across the Thames Valley.

GWR works closely with its Supply Chain to facilitate Apprenticeship creation where possible. GWR has an obligation to recruit apprentices as part of the DA3 franchise agreement with the DfT. In the 2017- 2018 period, GWR and the supply chain created the following apprentice placements:

GWR Supply Chain Insight Offer apprenticeship schemes 1007 Suppliers that offer apprenticeships by type: Intermediate level apprenticeships 649 Advanced level apprenticeship 418 Higher apprenticeships 247 Traineeships 425

In addition, GWR and First Group take pride in offering a highly-valued Graduate scheme to invest in the future of the region and the industry.

List of supporting information and evidence

Appendix A – Letters of Support

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