Transforming Cities Fund Call for Proposals Application Form Applicant Information Bidding City Region: Hull City Region Bid Manager Name and position: Ruth Stephenson, Group Manager Highways Design & Development Contact telephone number: 01482 612561 Email address: [email protected] Postal address: Major Projects & Infrastructure 2nd Floor, Earle House Colonial Street Hull HU2 8JY Additional evidence, such as letters of support, maps or plans should be included in an annex. The use of statistics, from both government bodies and well-respected independent sources, is encouraged. The suitability and validity of these will be scrutinised as part of the bid. Final SECTION A – Definition and challenges This section will seek a definition of the bidding city. City regions should: Explain the city geography, with a clear city region identified Indicate workday population (the Fund seeks to target the larger city regions in England) Describe the key transport challenges across the city region at a high level. This could include a discussion of productivity, or how transport connectivity is affecting this. Further evidence to support this argument – such as congestion, air quality or journey time impacts. A1. Constituent Local Authorities: Kingston upon Hull City Council (HCC), East Riding of Yorkshire Council (ERYC), North Lincolnshire Council (NLC), North East Lincolnshire Council (NELC) A2. Geographical area: The City Region encompasses the city of Hull, the East Riding of Yorkshire, North and North East Lincolnshire. The boundary of Hull is tightly defined around the city, although the urban area extends immediately into the East Riding, particularly along the northern and western boundaries. The bid includes all of the City of Hull, the urban extensions within the East Riding, Beverley to the North, Brough and Barton upon Humber immediately south of the River Humber, with the Humber Bridge being a key transport link between the two river banks. Plans 1 and 2 show the City Region and bid area and are included in Appendix 1. A3. Population Please include the workday population of the city region and relevant references. Table 1: Workday population (2011 Census) East Riding 308,810 Hull 270,010 North East Lincolnshire 159,911 North Lincolnshire 166,161 Total 904,892 The workday population of the identified bid area (2011 Census) is 462,906 A4. Discussion of key transport challenges: To inform the creation of a Humber Industrial Strategy, the LEP has recently consulted with the major companies in the region which found one third of major employers outlined transport problems as a key barrier to growth in the Humber, in relation to delay, congestion costs and access to workforce. Linked to tackling transport problems the Humber Strategic Economic Plan (SEP) recognises that to maintain continued economic growth and attract a suitable workforce improving air quality is vital to ensuring the region is a desirable place to live and work. Hull has high levels of congestion relative to the national average. According to DfT Road Congestion Statistics (2017), the national average delay on locally managed A roads is 46.9 seconds per vehicle per mile (all day). The average delay in Hull in 2017 is 86.8 spvpm (all day) up from 80.8spvpm in Final 2015, which, as well as being above the national average percentage, is also higher than other northern cities e.g. Leeds, impacting journey time, reliability, air quality and productivity costs. The TomTom traffic index (Dec 2017) identified that congestion was costing Hull businesses more than £16m each year. Network resilience is poor on a highly sensitive network. Works or an incident on a link of the network can significantly increase delay and reduce Journey Time Reliability (JTR) on a number of other corridors across the city and beyond. Access to travel information is limited so drivers are unable to make decisions during their journey when issues occur. Congestion directly impacts public transport, reducing reliability, attractiveness and patronage. Bus passenger journeys in Hull have reduced every year since 2010/11from 24.7m to 20.5m in 2017/18 (17% reduction) and the bus punctuality data reveals a gradual worsening of services across the year http://www.hull.gov.uk/sites/hull/files/media/Editor%20- %20Highways/Copy%20of%20Combined%20punctuality%20stats%20current%202.pdf. The trunk road and primary routes to the port on the A63, A1079 and A1033 carry high volumes of HGVs and commercial traffic (24 hour ATC counts in 2018 show: 52,000 HGV 12%, 20,500 HGV 7% and 32,500 HGV 12% respectively). An Air Quality Management Area (AQMA) was declared in 2005 for the A63 Castle Street in Hull city centre in relation to NO2 arising from the traffic levels in the location. Plan 3 identifies the AQMA. The junction of the A15/A63/A1105 already exhibits peak hour delays, is unable to accommodate the likely future growth arising from the Local Plan aspirations of East Riding and Hull and is currently not consistent with the long term vision for the Humber Bridge junction (Bridgehead). Census data shows that in Hull travel to work by cycle has declined steadily in mode share from 14.2% (1991) to 12.4% (2001) to 8.5% (2011 amended 2014) which is reflected in the steady increase in vehicle journeys across the network and rising congestion levels. Brough rail station has no further capacity for expansion of parking which is constraining use and limiting opportunity for rail commuting into Hull, creating additional pressure on the highway network. Allied to the commercial activity is the location of housing allocations (shown on Plan 2). Unless there are significant changes to travel opportunities and flexible or home working opportunities, these large allocations on the periphery of the city will create significant additional pressure on an already congested network. Final SECTION B: Who & Where This section will seek detail on the city’s key priority areas to invest in, and motivations. City regions should: Identify and prioritise the main corridors or places for investment, and why. This could include highlighting where opportunities for growth, productivity or business are within these areas of the city region. Identify who would be affected by this investment and how user needs are recognised. Maps identifying the priority areas can be appended as an annex to this section Please limit responses to 500 words. The Humber Enterprise Zone is one of the largest in the UK. It covers over 1,230ha spread over 49 sites, including the port of Hull. The 25 year job creation potential of these sites is estimated at 19,700 jobs (Humber LEP EZ Delivery Plan). Commercial activity is concentrated along the A63/Hedon Road and Stoneferry Road corridors in an inverted T, with the city centre positioned at the junction of the T. See Enterprise Zone Plans 4 and 5 in appendix 1. Ability to accommodate likely future growth scenarios of the port and EZs will be an influencing factor in attracting employers and sustaining economic growth. Key corridors identified for investment are shown on Plan 2: North/South corridors The A1079 Beverley Road corridor (Beverley to Hull city centre), is a busy commuter route providing the most direct link between Beverley and Hull city centre. At its southern end it links directly to the entrance to the rail station/bus interchange and the recently regenerated city centre (£25m investment) which created a significantly improved pedestrian environment. Delay and congestion could be reduced by creating opportunity for mode shift to sustainable modes. A1033 (Stoneferry Road/Mount Pleasant) Primary Route, provides access to the Enterprise Zones (EZs) and port and carries a high level of commercial vehicles and high levels of vehicles throughout the day. This corridor contributes approximately one third (34.5Ha) of the identified employment development sites within the city, highlighting both the scale of the opportunity to be unlocked along this corridor and also the potential for further deterioration in traffic conditions. Hedon Haven is located south of the A1033 in close proximity to the Port of Hull. 205ha of land is allocated here to cater for Port expansion. Significant growth is expected in port related sectors as a consequence of the development of Green Port Hull and the offshore renewable energy sector. The Yorkshire Energy Park is located on the former aerodrome site on the eastern outskirts of Hull within the East Riding of Yorkshire. The proposed development site has the potential to create 1000 operational jobs in key strategic sectors for the region. Both these major developments will be served from this corridor. East/West corridors A15/A63 junction interchange, (including Humber Bridge to Barton). The A15 and A1105 provide direct connections to the 50acre Bridgehead business park (in the East Riding on the western boundary of Hull) at the junction of the A15/A63. The park will support over 3000 jobs when completed. As well as providing access to Bridgehead, this junction feeds the A1105 Boothferry Road/Anlaby Road (12-hour count 10,000, 16% HGV) and Spring Bank corridors (12-hour count 15,000, 15%HGV). These are key commuter and public transport routes where there is opportunity to deliver mode shift. A63/A1033 (Brough to Yorkshire Energy Park) Brough has expanded rapidly over recent years with further substantial expansion indicated in the Local Plan. Industrial allocations at Welton and the existing housing allocations along the western boundary of these corridors alongside potential for more to be allocated in Barton as part of the Final development of the North Lincolnshire Local Plan will create higher levels of congestion and journey time delay unless alternative travel opportunities are in place. Intervention is required to enable more sustainable travel to remove commuter vehicles from the network and improve air quality.