Local Sustainable Transport Fund - Application Form

Guidance on the Application Process is available at: www.dft.gov.uk/pgr/regional/

Bids for both small projects and initial proposals for large projects should be no more than 20 pages long.

Applicant Information

Local transport authority name(s)*:

Tees Valley Unlimited – Stockton-on-Tees Borough Council as Accountable Body on behalf of the transport authorities of , and Redcar & Cleveland

*(If the bid is a joint proposal, please enter the names of all participating local transport authorities and specify the co-ordinating authority)

Senior Responsible Owner name and position:

Steve Payne, Integrated Transport Manager

Bid Manager name and position:

Steve Payne, Integrated Transport Manager

Contact telephone number: 01642 524464

Email address: [email protected]

Postal address: Unlimited Cavendish House Business Park Stockton-on-Tees TS17 6QY

Website address for published bid: www.teesvalleyunlimited.gov.uk

SECTION A - Project description and funding profile

A1. Project name: Improving Access to the Tees Valley Rail Network

A2. Headline description: This project draws on specific evidence to promote measures designed to improve access to the rail network for current and future users, by addressing end-to-end journey needs and filling a gap in current service provision. The measures include improved passenger facilities at stations, enhanced information on the whole journey and a new rail station at one of the major employment and trip generation sites. The measures are part of a long term plan to use the existing rail network assets in a more cost effective and efficient way to support the economic regeneration of the area and reduce carbon emissions.

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A3. Geographical area: The project covers the local transport authority areas of , Hartlepool, Middlesbrough, Redcar & Cleveland and Stockton-on-Tees within the Tees Valley, as well as relevant travel to work areas in Durham and . The main passenger rail network in the area is shown in Figure 1 below.

Figure 1 – Tees Valley Rail Network

A4. Type of bid (please tick relevant box):

Small project bids Tranche 1 bid Expression of interest for Tranche 2 (please complete sections A and B only) Tranche 2 bid 

A5. Total package cost (£m): 7.811

A6. Total DfT funding contribution sought (£m): 4.458

A7. Spend profile:

£ 2011-12 2012-13 2013-14 2014-15 Total Revenue funding sought 0 552,830 215,842 40,000 808,672 Capital funding sought 0 629,375 2,855,935 163,776 3,649,086 Local contribution 575,329 2,098,921 678,750 0 3,353,000 Total 575,329 3,281,126 3,750,527 203,776 7,810,758

2 A8. Local contribution

In addition to the funding sought through this bid, the following are confirmed local contributions (which amount to 43% of the total package cost): a). £1.17 million from Network Rail to upgrade the communications equipment at stations between Darlington and Saltburn – funding confirmed for 2012/13 and 2013/14; b). £885,300 from the Tees Valley Metro project towards a new ticket office, waiting room and shelter, customer information screens and improved ramp access at station – funding confirmed for 2011/12 and 2012/13, and implementation underway; c). £153,700 from the Tees Valley Metro project towards station facility improvements at Saltburn – funding confirmed for 2011/12, and implementation to start in March 2012; d). £500,000 from the Tees Valley Metro project towards additional enhancements at Redcar Central station – funding confirmed for 2012/13 and 2013/14; e). £400,000 from Network Rail to refurbish the existing footbridge at Redcar Central station – funding confirmed for 2012/13 and 2013/14; f). £129,600 from the Tees Valley Bus Network Improvements project to upgrade the Connect Tees Valley website – implementation complete; g). £115,000 from for a new footway/cycleway to the planned James Cook University Hospital station – implementation complete.

Northern Rail has confirmed that it would absorb additional operating costs for stopping trains at the proposed new station as part of the increased fare box revenue for the remainder of the franchise (up to May 2014), should the new station be opened before this date (see E2).

Northern Rail has also agreed to provide in-kind support for costs associated with the management and delivery of the project through use of existing staff, as has the South Tees Hospital NHS Foundation Trust. All other direct staff costs (from Network Rail and TVU) are included within the bid, although TVU will also be continuing to provide in-kind resources to assist delivery.

A9. Partnership bodies

The project is being led by Tees Valley Unlimited , the Local Enterprise Partnership (LEP) for the Tees Valley. Stockton-on-Tees Borough Council acts as Accountable Body for TVU and, as such, has agreed to act as the lead authority for financial arrangements

The other local transport authorities of Hartlepool, Middlesbrough and Redcar & Cleveland have been involved in the design of the package. In addition, this bid has been developed to be complementary to the successful LSTF Tranche 1 bids from Darlington and Redcar & Cleveland , as well as Durham County Council , and the Tranche 2 bids from Middlesbrough and North Yorkshire County Council .

Similarly, both Network Rail and Northern Rail have been involved with the design of the package of works. Both have taken a lead role in the design of the new station planned at The James Cook University Hospital, as has the South Tees Hospital NHS Foundation Trust . Draft heads of terms have been drawn up to allow access over the Trust’s land for the building and maintenance of the new station. Middlesbrough Council will be progressing with a planning application for the new station in Spring 2012.

Given that the rail network also serves Durham and North Yorkshire, and that there is particular demand for health services from both of these areas, TVU has kept both authorities fully informed of the progress of the design work and the content of this bid. In particular, support for the project has been provided by Scarborough Borough Council , bearing in mind the improved accessibility to healthcare facilities that will result and the links to the and Esk Valley Tourism Economy Package within North Yorkshire County Council’s LSTF Tranche 2 bid.

Finally, the scoping of work on stations along the Esk Valley line, together with the evidence supporting a new station at James Cook University Hospital, has been undertaken in conjunction

3 with the Esk Valley Railway Development Company (EVRDC), the Community Rail Partnership for the line.

The involvement of each within the current (and proposed) governance structure is an indication of their willingness to help deliver the project, and each partner has approved this submission, either through these existing arrangements, or through a separate discussion.

SECTION B – The local challenge

B1. The local context

The Tees Valley faces significant economic challenges, due in part to its reliance on the public sector. In 2008, 25% of Tees Valley employment was in the public sector, rising to 32.7% in Middlesbrough (the second highest in ). In addition, at least 10% of private sector jobs formed part of the public sector supply chain. It is estimated that some 1,300 jobs have been lost in the public sector in the area since the start of the financial crisis in 2008 with a further 2,800 predicted to be lost up until 2014.

However, the area is home to the largest integrated heavy industrial area in the UK at Wilton and has a significant export economy, focused around the fourth largest port in the country, . Large investments have been made by Wal Mart and Tesco in recent years at the port to confirm the advantages of a logistics base in this area for onward distribution of goods to the North of England and Scotland. Work is due to start later in 2012 on an upgrade of the rail network in the area to accommodate larger containers by rail.

The LEP’s forward strategy is to build on these assets, and to support those economic sectors with the greatest potential for output and employment growth. The Tees Valley Enterprise Zone shown Figure 2 below identifies those sites that are considered critical to the area’s future growth.

Figure 2 – Tees Valley Local Enterprise Zone

Alongside these manufacturing and logistics assets, the LEP will support existing major employers across the Tees Valley, such as The James Cook University Hospital in Middlesbrough. The hospital offers a wide range of district general hospital services for 274,000 people, and specialist

4 (tertiary) services including neurosurgery, renal medicine, spinal injuries, major trauma, vascular surgery and cancer services to the Tees Valley, South Durham and North Yorkshire, with an approximate catchment area of 1.5 million people.

It is one of the largest hospitals of its type in Europe, with 1,100 beds, and work is underway on a £35 million cancer unit redevelopment at the north end of the site. In addition to the 6,500 staff already on site, approximately 1,500 further staff were transferred to the site in April 2011, as part of the ongoing changes in the health service.

The LEP also recognises that the ability to attract and retain a skilled and increasingly mobile workforce is vital. Actions set out to achieve this include the provision of a range of housing that caters for all needs and aspirations and the requirement to continue to improve both external and internal connectivity of the Tees Valley to develop a reliable and integrated network. Enhanced connectivity is important to ensure that residents and visitors can access employment, education, healthcare, retail, leisure and other key opportunities, not just within each community or authority area but across the Tees Valley as a whole.

B2. Evidence

There is a clear trail of evidence that has led the partners to develop the proposals outlined in this bid, and this is described in more detail in the following paragraphs. However, the logic map in Figure 3 below summarises the process.

The Using a range Enterprise Low existing Ongoing Existing rail of evidence, Zone and car ownership investment in network measures other and low peak bus services serves many have been development hour will assist in of the area’s developed to proposals commuting by travel to and key overcome the promoted by pubic from the main employment barriers to rail the Tees transport centres, but a and travel, and to Valley Local gives a risk better public development increase use Enterprise that any transport sites, but of the Partnership increase in alternative is there are network, thus will lead to travel needed for barriers to rail supporting increased demand will travel travel that economic travel be satisfied between need to be growth and demand and by greater centres to overcome in reducing longer travel private car support the short to carbon distances in use growth medium term emissions near future

Figure 3 – Tees Valley Rail Access LSTF Bid Logic Map

Economic Growth Implications

The LEP’s forward strategy to stimulate the necessary growth and regeneration focuses on the existing town centres, together with key employment locations in the Enterprise Zone. Each of these locations will play to its strengths rather than compete against each other, meaning that the Tees Valley should have all the necessary services and facilities, but not necessarily all in one place.

This will reinforce the essentially polycentric nature of the Tees Valley, with no single dominant centre of commercial activity acting as a focus for the transport networks, in contrast to other conurbations of similar size and population, where the focus is often on one key centre.

Indeed, the future spatial priorities identified by the LEP suggest that this polycentricism is likely not simply to be reinforced, but will become more pronounced as the Tees Valley develops, given the considerable number of ‘key centres’ within a relatively small area, and the diverse range of unique or specialised economic opportunities that are likely to be available at specific locations.

5 This will accentuate the need for good connections to, from and between the diverse labour markets and other local services.

Current Transport Patterns and Challenges

The graph in Figure 4 below shows that peak hour car commuting accounts for a higher proportion of journeys to work in the Tees Valley than in the North East as a whole, which is in turn at higher levels than in the UK (DfT, 2008). This is despite car ownership levels in the Tees Valley being lower than the national average.

80

70

60

50 Tees Valley 40

% North East England & Wales

30

20

10

0 Car Bus Train Cycle Foot Other Homeworking Mode

Figure 4 – 2008 Mode of Travel to Work (DfT)

Car ownership is forecast to increase, with only 24% of Tees Valley households likely to have no access to a car by 2021, compared with 34% in 2001 (Joint Strategy Unit, 2007) – this compares to a figure of 23% nationally. During this time, growth in the number of 2 and 3 car households in the Tees Valley is forecast to be significantly higher than the national average, as car ownership grows from its low base.

Aggregated traffic flow data indicate that traffic levels rose steadily from the year 2000 until 2004 across the Tees Valley. This trend follows the economic growth experienced in this period, with more trips accessing the Tees Valley in general, and specifically in key employment growth areas (such as Darlington and Hartlepool). Since 2004, traffic levels have remained broadly static, with a combined growth in traffic of around 11% over the decade (TVU, 2010).

This signals a threat posed by rising car ownership and use, with the potential for this to grow quickly as the economy improves, particularly as travel distances increase given the economic growth aspirations. An increase in car ownership and use could lead to increased congestion, which itself could potentially stall the economic recovery, as well as other adverse impacts including increased carbon emissions. Key to supporting growth and reducing carbon emissions will be to ensure that the increase in travel is both sustainable and equitable.

Public Transport Challenges and Opportunities

Bus patronage has been in decline in the Tees Valley over the last ten years, as across much of the UK, but it still remains the most important public transport mode, in terms of number of

6 passengers and kilometres travelled. Figure 4 shows how peak hour bus commuting is higher in the Tees Valley than the UK average.

The Tees Valley Bus Network Improvements major scheme is a £57.5 million project aimed at providing a step change in bus priority and passenger facilities, in order to reverse the decline in patronage and actually increase patronage by 7% by 2016. Investment has been prioritised across a number of corridors, as shown in the map in Figure 5 below, and delivery is well under way of some significant bus priority infrastructure schemes.

Figure 5 – Tees Valley Bus Network Improvements

The focus of the investment is on radial corridors into the main centres, allowing greater localised access to employment, education, leisure and retail opportunities. The investment in the bus network and the vehicles that operate on it is not necessarily designed to attract longer distance journeys across the Tees Valley away from the private car. Buses are not generally viewed as competitive with the private car for such journeys – this role is much more suited to the rail network.

Rail patronage has grown significantly in the Tees Valley recent years, despite modest investment. On average there has been a 66% increase in passenger footfall across all Tees Valley rail stations since the year 2000. This is an average of 5.2% per year (TVU, 2010), and this upward trend in patronage is expected to continue (Network Rail, 2010). However, as Figure 4 shows, peak hour rail commuting is much lower in the Tees Valley than the North East or the UK.

Rail journey times to Darlington from Middlesbrough and Stockton (as adjacent key centres) are relatively poor, taking between 40-60 minutes by train, compared to a journey time of 19-23 minutes for car travel. While the network that the railway pioneers developed in this area runs close to many of the main centres and development areas, station provision is based around historic patterns of travel. Some of the existing facilities also require renewal to meet modern needs.

7 The map in Figure 6 below shows the extent of the Tees Valley rail network (in red), set against the industrial/commercial (in blue) and residential (in green) developments planned over the next 10 years. It clearly illustrates the strong link between the rail network and future development sites, and the role that rail can play in offering a sustainable travel option alongside future economic growth.

Figure 6 – Proximity of 2020 Development to the Rail Network

Over the past five years, TVU and the partners set out in A9 have produced proposals to develop a future rail network that goes to where people will want to travel in the future, using existing assets in a more cost effective and efficient way. This is the principle behind the Tees Valley Metro project – developed to address the future connectivity requirements of the Tees Valley, particularly the need to ensure that future developments are served by a range of transport modes.

A phased approach to delivery has been agreed with partners to reflect the need to be flexible about the implementation of the project, as well as being mindful of ensuring value for money in investment at every stage. Some £4.9 million is being invested at ‘hub’ stations across the Tees Valley (including Eaglescliffe, Thornaby, Middlesbrough, Redcar Central and Hartlepool) as an early phase of Metro, supporting the early stages of the economic recovery and allowing future phases to be taken forward through the rail franchising process. The map in Figure 7 overleaf shows the linkages between Phase 1 of the Metro project and the Enterprise Zone.

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Figure 7 – Completed and Ongoing Phase 1 Metro Improvements

Future phases, such as major improvements at Darlington Bank Top station, rolling stock and frequency enhancements, are being promoted after 2014 through future improvements to the and the rail franchising process. The focus of the work on the Metro project to date has been to do as much as possible to improve the local rail network to allow future phases to be put in place when the business case becomes compelling.

But there is also one major gap in the rail network if it is to support growth aspirations and address quality of life needs – the lack of access to the main healthcare facility and one of the largest employers in the Tees Valley, The James Cook University Hospital (shown in its wider geographic context in Figures 1 and 6). This currently has poor access to the rail network despite the fact that the existing Esk Valley (Middlesbrough to Whitby) rail line runs alongside the eastern boundary of the hospital. The current public transport journey times to/from the site are shown below.

Origin Current Public Transport Journey Time* 20 mins 50 mins Redcar 50 mins Stockton 55 mins 57 mins Saltburn 60 mins Darlington 65 mins Northallerton 72 mins Hartlepool 85 mins *Assumes start point as town rail station and end point as hospital building, including walk times. Based on journey data from Traveline.

The hospital’s wide catchment area means that it cannot be served effectively by the commercial bus services that run along Marton Road (A172), to the west of the site. In addition, Marton Road is one the most congested routes in Middlesbrough due mainly to the high demand at the hospital site. Future forecasts suggest that the corridor will suffer from increasing congestion, which in turn

9 will have a knock-on effect upon other radial corridors into and beyond Middlesbrough. This includes the A174 and A19, key strategic routes which receive extra traffic as a result of those whose most direct route would ordinarily be Marton Road look for alternate routes.

The Trust regularly undertakes staff travel surveys, the last one being in April 2009. The most common form of transport to the site is the car, and there are over 4,000 members of the staff parking permit scheme (3,381 full-time and 641 part-time staff). A significant proportion of these permits are used on a daily basis. However, 27% of staff surveyed said they would use train or bus if the usual mode of transport was not available. Over 400 staff also made general, unprompted comments, of which over 12% specifically stated that a new rail station is needed at the site.

In 2010/11 the total number of patient visits was 886,000, of which 470,800 were outpatient attendances, or some 1,868 visits per working day. Inpatient visits accounted for another 1,216 visits per working day. The vast majority of these visits are currently undertaken by private car – data for a typical day in April 2011 show a peak of over 900 cars in the visitors’ car park at 4pm, which covers the main visiting times at the hospital.

A survey by EVRDC of passenger facilities in Whitby undertaken in 2011 also recorded a number of unprompted comments about the need for a new station at the site. Of 150 respondents to the survey, 36% indicated that a rail station is needed.

Existing Barriers to Rail Network Use

If the preferred solution to sustainable longer distance journeys is rail, it is clear that the rail network needs to be accessible for existing and future users. This in turn requires an understanding of the barriers to the use of the existing network.

The independent report “Better Rail Stations” (Green and Hall, 2009) confirmed that passenger satisfaction with rail stations in the UK is only 50%. The research set a goal of achieving a satisfaction rating of 80% across all stations up to 2014, with a focus on improving access, information, facilities and environment. It also included a suggested set of minimum standards for facilities at different stations.

For Category F stations (which comprise the majority of stations in the Tees Valley), passenger satisfaction is only 46% (Passenger Focus, 2009). Information provision, station facilities, security and overall environment were all below the national average satisfaction ratings for all stations by more than 10% points. Commuter and business users gave lower satisfaction ratings than leisure users across all categories.

More recently, a survey of 1,263 respondents on rail network usage identified that 51% were “very likely” or “likely” to use trains more if better information were provided (Passenger Focus/ATOC, 2010). 79% would normally seek information via the internet – a four-fold increase over the telephone, which demonstrates how information is likely to be accessed in the future.

Surveys at Middlesbrough station showed a high level (58%) of respondents would use the train as an alternative to their main mode of transport (the national average was 51%), showing the opportunity for influencing travel behaviour that exists.

At a Tees Valley level, the national research is borne out by evidence on the ground. TVU staff undertake monthly audits of facilities at all stations in the Tees Valley in partnership with Northern Rail. Information from these regular audits has been important in developing the package of proposed station improvements and can be made available on request. The provision of an adequate public address system has been a regularly reported problem at a number of stations due to the unreliability of the existing infrastructure.

Following publication of the Hall and Green report, TVU, Network Rail and Northern Rail identified a set of minimum standard facilities that the partners would wish to see at the rail stations across

10 the Tees Valley other than the main ‘hub’ stations. As well as this report and the work of Passenger Focus, the evidence obtained from the Darlington Local Motion Sustainable Travel Towns project and the consistent set of bus stop standards that were being developed for the Tees Valley Bus Network Improvements project, were used to agree the minimum standards.

In May 2010, surveys were undertaken at all of the intermediate stations to determine the ‘gaps’ in provision. Then, in November 2010, TVU commissioned the Northern Rail Estates team to develop the design of the facilities at each station to GRIP Stage 3 level. This work gave a comprehensive set of costed proposals at each of the stations across the rail network aimed at improving the facilities at each station that the research confirms will have the greatest impact on passenger perception and usage.

Some of the biggest increases in station footfall have been observed where improvements in facilities along the lines of those recommended have been made over the last ten years. Examples include stations at Thornaby (154%), Eaglescliffe (135%) and Nunthorpe (160%). Such station and service enhancements have all been led and funded by the relevant local authorities as they have been over and above what Northern Rail has been able to invest through its zero growth/steady state franchise agreement.

Seaton Carew station has also benefitted from local investment as part of an early phase of the Metro project in line with the measures recommended in the research and contained within this bid. In the 12 months since the improvements were completed in August 2010, patronage has increased by 25.5%. More recently, a Sainsbury’s Local store has been opened to take advantage of the increased footfall, a clear link between investment in transport infrastructure and a resulting localised positive employment impact.

The Connect Tees Valley web portal was launched in 2009 to provide a simplified web interface for a range of travel information across the Tees Valley. The portal was developed in partnership with all transport operators across the Tees Valley, both public and private, and aimed to address the fragmented nature of transport information (particularly public transport) highlighted in the research above.

Since the beta launch of the website, which only received limited publicity, website traffic has increased month-by-month, with usage figures reaching 3,500 hits during November 2011. The largest single month for usage was August 2010, in line with the Tall Ships event in Hartlepool, with 6,300 hits, which underlines how those outside the Tees Valley will seek to gain information over transport options in the future.

On the Esk Valley line, a trial is underway between Northern Rail and EVRDC of the use of SMS messaging to provide real time train information update where the cost of providing a dedicated display at the stations would be prohibitive. The Esk Valley line itself has played a major role in the growth of rail patronage following recent investment. In December 2007, increased services (from 6-7 to 12 services per day) were introduced on the line. This improved service has seen an increase in patronage at stations of 155% at Marton, 96% at Gypsy Lane and 81% at Nunthorpe.

In view of this evidence, the partners believe that, in order to offer the integrated and effective end- to-end journey across the rail network, there is a need to provide the sort of good quality and consistent level of passenger facilities across the network that has delivered growth in footfall elsewhere on the local, regional and national networks.

B3. Objectives

The LEP’s Statement of Ambition (TVU, 2011) contains the twin objectives of driving the transition to a low carbon economy and creating a diversified and inclusive economy. It sets out a number of outcomes for the next 15 years, which will see the economic recovery of the Tees Valley. These are to:

11 a) Increase gross added value (GVA) per head from its current level of 77% of the national average to 82%; b) Increase the employment rate (currently 65.2%) to the national average (currently 70.4%); c) Create 1,000 new businesses over the existing trend; and d) Increase the number of people with higher level skills by 5%.

Any investment in the transport network will be expected to contribute to these outcomes.

As part of the preparation of the Third Local Transport Plans (LTPs), TVU produced a supporting Statement of Transport Ambition (2011) that provided a sub-regional context for the LTPs themselves. The Transport Statement contained three challenges that future transport investment should seek to address:

1. Improve the journey experience of transport users of urban, regional and local networks, including interfaces with national & international networks; 2. Improve the connectivity and access to labour markets of key business centres; 3. Deliver quantified reductions in greenhouse gas emissions within cities and regional networks, taking account of cross-network policy measures.

All of the Third LTPs produced by the five local transport authorities in the Tees Valley contain local objectives relating to the need to support sustainable long term growth in the economy and to provide a range of sustainable travel opportunities for new developments, such as housing. In total, there are currently over 3,300 houses within 800m of any new rail facility at The James Cook University Hospital, and a masterplan has recently been developed for the Prissick site that is adjacent to the hospital, comprising a new sport and leisure facility, as well as some 500 additional houses.

Given the evidence over peak hour commuting levels, current and future car ownership and existing usage, there is a danger that economic and housing growth will result in increased levels of car traffic, which in turn could increase congestion and emissions. The objective of future transport investment in the Tees Valley is to provide a sustainable means of accessing employment, education, housing, leisure and retail opportunities in an equitable manner. Enhancing access to the rail network will underpin this objective, in line with the evidence for the specific interventions included within this bid.

SECTION C – The package bid

C1. Package description

Although all elements of the bid are aimed at improving access to the rail network in the Tees Valley, there are four main elements: a). Station communications upgrade; b). Passenger facility improvements; c). Information enhancements; d). James Cook University Hospital station.

Each of these is described in more detail below. a). Station communications upgrade The provision of accurate information at rail stations is driven by a feed from a centralised control centre that can then be displayed in any number of ways. Due to the lack of the necessary equipment in the Tees Valley, this is not currently possible at all stations across the network. Hence, a network-wide communications upgrade is required to contribute to the removal of perceived barriers outlined in B2.

The project will see the installation of an interface unit (Funkwerk SIU) at 16 stations across the network, along with renewing the PA cabling and speakers at each location where these are

12 currently provided, or actually providing long line PA and speakers at the three stations (Marton, Gypsy Lane and Nunthorpe) where these are not provided at present. An SIU is the server/router box that receives the information from control, and will be fed by a GPRS signal.

The provision of the SIUs will provide the opportunity for display screens showing next train departures to be installed separately over time, by linking with the SIU via a cable.

As part of its ongoing renewals process, Network Rail will be upgrading the communications infrastructure at 13 stations in 2012/13 – this bid includes the gap funding to make sure that all stations (particularly those on the Esk Valley line) can benefit from the enhancements within one project, thus providing efficiencies in delivery. b). Passenger facility improvements The surveys undertaken in May 2009 following the “Better Rail Stations” report identified current provision against those facilities that the evidence set out in B2 suggested were of highest value when encouraging greater use of the rail network.

This project will therefore provide a common set of minimum standards of provision across the Tees Valley rail network of the following facilities: a). CCTV; b). Poster cases; c). PA system; d). DDA compliant seating; e). Waiting shelters; f). Cycle storage; g). Signing to and from the station.

A detailed inventory of the works planned at each station was agreed by the partners in February 2011, and this can be provided on request. This is summarised in Annex A. This inventory will form the basis for the works packages to be let at each station. A project to improve facilities at Saltburn station is already underway, funded from the Tees Valley Metro project.

In addition, further access improvements are planned at Redcar Central station (over and above passenger facility improvements) to create sustainable links to the new promenade and sea front, and the new civic and leisure quarter (comprising a health centre, swimming pool, sports hall and business centre), which is directly opposite Redcar Central station. There is also a need to provide sustainable links from the station to the new Redcar & Cleveland College, which is 500m from Redcar Central station, but the current walking any cycling route is 1.2km in length.

In both cases, new direct footway/cycle links and accessible routes will be provided between the station and the main development sites, with appropriate signing. This will complement the Get Redcar Moving LSTF Tranche 1 initiative. c). Information enhancements Through the Tees Valley Bus Network Improvements project, almost every bus stop across the Tees Valley will have a static information panel showing information about local connections, the surrounding area as well as the specific bus timetable. Work is currently underway to develop a static information template to be rolled out across the network later in 2012.

To enhance the development of an integrated public transport network across the Tees Valley and ensure that passengers are provided with the required breadth and depth of information required, this project includes the provision of a similar information panel at each of the Tees Valley’s rail stations. This will also include further use of the tagging technology currently being trialled by TVU and Northern Rail to provide information about onwards connections (for example, a Darlington departures tag at Thornaby station).

13 However, the evidence quoted in B2 is also very clear about the need to provide high quality end- to-end journey information. The preferred means for providing such information at the start of, and during journeys, is the Connect Tees Valley web portal, and so this project also includes proposals for a further upgrade of this important source of information.

The Connect web portal is now in a position where further investment would enable the provision of transport information to be brought up to a common high standard for all modes. In order to do this, the look of the site will be amended so that more information can be displayed. A template will also be developed to enable personalised pages to be created for the likes of The James Cook University Hospital, offering site specific live bus, rail and traffic information.

To reflect the growth in demand for real time information on the move, a mobile phone application will be developed, feeding from the existing National Rail Enquiries site and the upgraded communications system, allowing rail travelers to make informed choices about onward connections, such as at Darlington, Thornaby and Middlesbrough.

Spring 2012 will see the new Tees Valley UTMC system become available, which will initially supply live traffic, roadworks and car parking information. This data will be fed directly into the Connect web portal to provide the public face of UTMC in the Tees Valley. An additional resource will also be provided on the portal to help promote and facilitate the smarter choices measures developed through the individual LSTF bids.

In order to continue the good work of Connect web portal it is important the accuracy and ease of use is maintained, hence a need to continue to invest in the latest available data and functionality across the site. Once the proposed measures are in place and the full version of the site is launched, an intensive marketing programme will be put in place to ensure that the residents of the Tees Valley are fully aware of the facility available. d). James Cook University Hospital station To fill the gap in current service provision outlined in B2, a new rail station will be provided at The James Cook University Hospital, as shown in Figure 8 below.

14 Figure 8 – Location of Proposed James Cook University Hospital Station

The design has been developed to GRIP Stage 4 with Network Rail, and includes for a single platform station, with waiting shelters and other passenger facilities in accord with the other elements of this bid. Facilities provided will be in excess of the minimum standards suggested for a Category F station in the “Better Rail Stations” report. It will be fully DDA compliant and investment is already underway on a footway/cycleway to link the station to the hospital site and adjoining residential areas.

The station will be served by 16 trains per day in each direction for the remainder of the current franchise period (up to May 2014), with each existing service on the Esk Valley line calling at the station, and an additional four trains extended from Middlesbrough to terminate at Nunthorpe. There will be no additional revenue requirement for this enhanced service up to the end of the current franchise period, nor beyond it into any new franchise arrangement.

TVU is seeking to work with DfT and the new Northern Rail franchise team to enhance the frequency of services beyond May 2014.

C2. Package costs

Station comms £ 2011-12 2012-13 2013-14 2014-15 Total Revenue 117,000 92,925 7,718 217,643 Capital 971,100 91,510 1,062,610 Passenger facilities £ 2011-12 2012-13 2013-14 2014-15 Total Revenue 48,113 531,086 28,000 607,199 Capital 245,616 1,194,919 2,054,968 3,495,503 Information £ 2011-12 2012-13 2013-14 2014-15 Total Revenue 30,000 30,000 30,000 90,000 Capital 49,600 80,000 129,600 JCUH station £ 2011-12 2012-13 2013-14 2014-15 Total Revenue 217,320 178,124 10,000 405,444 Capital 115,000 163,776 1,360,207 163,776 1,802,759 GRAND TOTAL 7,810,758

General Note: In the table above, all revenue costs are for the staffing, project management and Network Rail costs for scheme delivery. There are no on-going rail revenue costs.

C3. Rationale and strategic fit

Much of the remainder of this bid has set out how the various components of the project interlink to provide improved access to the Tees Valley rail network, from better information at a planning and initial travel stage (the Connect portal), to enhanced facilities en route (access improvements at Redcar Central as well as station signage), to improved passenger facilities at the station aimed at addressing barriers to travel (CCTV, help points, shelters, seating and PA systems), through to onward travel information (static information boards).

The proposed new station at The James Cook University Hospital will provide an alternative public transport option for many of the 8,000 staff who work on site and the tens of thousands of patients and visitors that attend each year. As part of its travel plan, the Trust has targeted a 20% reduction in the reliance on car journeys and is set in having a real commitment to encouraging alternative, healthier and more environmentally friendly travel choices for staff, visitors and patients. It is committed to reducing staff parking numbers and increasing staff parking charges to drive mode shift towards more sustainable modes, and is also committed to implementing measures to

15 positively encourage use of the new rail station through season ticket discounts and ensuring that hospital appointments can be aligned with the new rail service timetable.

The new station will provide opportunities for existing residents within the vicinity, and the additional services along the rest of the line will provide further opportunities for residents near to Gypsy Lane and Nunthorpe stations to use the rail network.

Figure 9 below shows the home origin of existing Esk Valley Rail Card holders in the South Middlesbrough area. These are annual cards sold by EVRDC which offer discounts on every rail journey undertaken on the line. Figure 9 demonstrates a strong clustering of card holders around existing stations, in particular those which have benefited from recent enhancements at Gypsy Lane and Nunthorpe. It is anticipated that this growth will continue with the further service frequency enhancements and that a similar pattern of growth will be seen around a new station at the Hospital, particularly in the residential areas to the east.

Figure 9 – Proximity of Esk Valley Railcard Holders to Existing Stations

These improvements will be particularly attractive to the numerous housing development planned in the area, and Middlesbrough Council is committed to seeking appropriate Section 106 contributions to further bus and rail network enhancements as these developments come forward.

The measures will be used by all existing rail users, and will not impact negatively on any particular group. Indeed, the access improvements should enhance access to the network for certain groups, such as the disabled. B1 also demonstrated the significant benefit that the measures will have for new users, given the proximity of the rail network to many of the planned regeneration sites.

The proposals also complement the successful LSTF Tranche 1 bids and the Tranche 2 bids submitted by the local transport authorities themselves. A common theme of the bids is the

16 promotion of sustainable travel choices, albeit for shorter distance trips within more localised travel areas. There is strong synergy with Middlesbrough Council’s LSTF Tranche 1 resubmission, in particular their Package 1 Access to Employment and Package 4 Travel Behaviour Change. North Yorkshire County Council’s LSTF Tranche 2 bid includes proposals to provide all year round Esk Valley services on Sundays, which would further boost the strong demand identified for the Hospital Station. The Tees Valley Bus Network Improvements project also includes capital investment to improve bus-rail linkages, such as at Hartlepool Interchange.

The focus of this bid is to complement these other measures and move towards a robust, resilient and integrated network, supporting economic growth and reducing carbon emissions. For example, more co-ordinated information to encourage the use of public transport for longer journeys across the area, provided by the Connect web portal upgrade.

C4. Community support

Evidence from the development of the Third Local Transport Plans (LTPs) in the Tees Valley shows community support for the measures. For example, in Stockton, the largest proportion of respondents (35%) indicated that their preferred method of supporting economic development was to improve links to neighbouring areas. Over half of those respondents indicated that improvements to bus and rail services and facilities would be their preferred means of achieving this.

In Redcar & Cleveland during 2011, a Joint Strategic Needs Assessment (an initiative between the Council and Primary Care Trust) was undertaken to identify the health, wellbeing and care needs of the local population. The conclusions included the provision of public transport to a wider range of places, including health care facilities and services, and a wide range of information and support to facilitate healthy choices and lifestyles.

B2 has already highlighted the strong level of community support in the Whitby and Esk Valley areas for the provision of a station to serve The James Cook University Hospital. Indeed the provision of such a facility has been a long standing priority within the EVRDC’s “Community Rail Development, Designated Line Action Plan”. This output based document has been developed and agreed in full consultation with the DfT to reflect the priorities of all communities along the line.

The widespread endorsement for the scheme is highlighted in the letters of support from Northern Rail, the South Tees Hospital NHS Foundation Trust and Middlesbrough Council, which were prepared in support of the formal PIR process that any new station requires, and from North Yorkshire County Council, Scarborough Borough Council and the EVRDC in support of this LSTF bid. All these letters are included in Annex B.

SECTION D – Value for money

D1. Outcomes and value for money

As set out in B2, there has been a 66% increase in passenger footfall across the Tees Valley rail stations since 2000. The objective of this project is to improve access to the Tees Valley rail network, so the main outcome should be a continued increase in patronage over and above the baseline growth.

Evidence from the Darlington Local Motion Sustainable Travel Towns and the separate Darlington Borough Council bid for LSTF Tranche 1 suggests that the types of measures contained within this bid could lead to a 3% increase in rail patronage. The first headline output will therefore be a 14% increase in patronage across the existing Tees Valley stations directly benefitting from the investment between 2012/13 and 2014/15 – reflecting a 7% increase for the two years following the investment, or some 3.6% over the increase that could be expected from baseline trends.

17 The Tees Valley Bus Network Improvements project is seeking to improve user satisfaction regarding network facilities, something that is an important driver of this project too. Given the Passenger Focus work, this project aims to achieve a minimum satisfaction rating of 60% in 2014/15 for Category F stations across the Tees Valley rail network. There is no baseline against which to compare this figure.

Earlier quoted research has suggested that improved information provision overcomes barriers to use of any public transport network, including rail. The investment in the Connect Tees Valley website is aimed at improving the “front end” information provided to users and influence their travel behaviour towards public transport alternatives. Based on the growth of the use of the portal since its launch, and with a mind to the improvements that are planned in early 2012, the anticipated output from the investment will be a 80% per annum increase in site traffic over the last two years of the fund.

In terms of the new station at The James Cook University Hospital, TVU, the Trust and Northern Rail has done some detailed work on patronage forecasts based around the distribution of staff, likely service patterns, shift working arrangements and travel plan commitments from the Trust to influence the travel behaviour of staff, patients and visitors. The potential patronage of the new station comprises the following elements: a). Staff living near to the existing (direct) rail line; b). Staff living near to the local rail network (that would require a change at Middlesbrough); c). Outpatients (again split between direct and indirect service opportunities); d). Visitors; e). Residential catchment; and f). Increased use from existing stations along the route benefitting from increased frequencies.

Postcode information from the Trust was used to derive the number of “in scope” trips for the former three elements, whilst monitoring data provided by the Trust as part of its travel plan gave a similar catchment for the fourth element. Planning information gave the number of residential properties likely to be within 800m of the new station to derive forecasts for the residential catchment, and LENNON data provided an estimate of existing use for the final element.

In each of the former three cases and for residential use, Northern Rail ran industry standard forecasting software to give a more detailed estimate of trips that are likely to be “in scope”. For staff, adjustments were then made to allow for the number of full time equivalent (FTE) staff rather than absolute staff numbers, as well as the number of FTE staff that would normally be on site between 0600 and 2200 hours, the planned operating times for the rail service. Both of the latter adjustment figures were provided by the Trust from the latest staff database.

Based on staff travel survey information from East Surrey Hospital (with Earlswood Station being 1km from the site and being served by an hourly train service), an overall mode share for rail of 5% was used, but split between 7% for those with a direct connection and 3% for those with an indirect connection to reflect likely interchange penalties.

For outpatients, the overall mode share for rail used was 4% (but again split 5%/3% between direct and indirect services) to reflect the slightly more limited opportunities to use the new station based around appointment times. However, it should be noted that the Trust has indicated that they would seek to align appointment times with the new rail service wherever possible to encourage more use.

For the residential catchment, the socio-economic characteristics of the adjacent residential areas were taken into account when deriving a daily trip rate per property. A rail mode share of 2.6% was then applied, to reflect the 2009 National Statistics for household journeys by rail.

Based on all of the above, the mid-range growth forecast use for the new station is 813 rail journeys per day . The low growth forecast is 751 journeys per day, and the high growth forecast is 1,198 journeys per day. All of these forecasts have been derived with, and endorsed by,

18 Northern Rail, and do not account for the additional 500 new houses proposed within the catchment area, nor the potential growth associated to the creation of a new link between the area and new jobs within the EZ.

Based on an average fare of £2.50 per trip (derived from April 2011 data provided by Northern Rail for appropriate lines in the Tees Valley), the mid-range growth patronage would generate an increased revenue of some £575,000 per year by 2015/16, increasing in line with a 2.06% per annum patronage increase (taken from the Northern Route Utilisation Strategy, May 2011) and any agreed formula for fare increases. In the base year, this would provide additional revenue of £230,000 to the DfT and £215,000 to Northern Rail, on the basis of current cost sharing arrangements for this particular franchise, assuming that all of the additional operating cost for the new station falls to the Station Facilities Owner (SFO).

Northern Rail will be the SFO and have provided assurance that they will both serve and maintain the new facility. In order to operate the revised train service to serve the station, Northern Rail needs to employ additional crew, and these costs have been included in the financial appraisal of the station.

The financial appraisal of the new station, undertaken using standard rail industry financial models, gives a benefit : cost ratio of 2.72 : 1 , which is high, and an internal rate of return of 21.0% . The benefit : cost ratio is high even without the four extended services.

The main outcomes of LSTF are the underpinning of economic growth and reduction in carbon emissions. Given that this project is one strand of a number of transport initiatives designed to create the transport network required to achieve these ambitions, it is difficult to make definite forecasts of these outcomes from this package alone.

However, taking the example of the Sainsbury’s Local store at Seaton Carew as an example, up to 50 new private sector jobs could be created with similar facilities at stations benefitting from investment, such as Allens West, Redcar East, Stockton, Marske and Longbeck. These would all offer opportunities to those local people recently made redundant.

The outline business case for the whole Metro project did make some forecasts of the impact of the whole project on the economy and the environment. This work identified direct job creation of some 333 new jobs over and above those relating to the development sites served by the network as a result of increased accessibility. These jobs will be dispersed across the Tees Valley, and were likely to be in the commercial business, health and service sectors. An additional 41 jobs were forecast to be created as a result of operation and maintenance of the project, again distributed across the Tees Valley, and likely to be in the service sector.

The transfer of car trips to rail on Marton Road in the vicinity of The James Cook University Hospital (which carries some 25,000 vehicles per day) will result in a reduction in peak hour car trips along Marton Road of 4%. In addition to this, the increased frequency of rail services will also increase patronage at the other stations along the length of the affected part of the line. This will further alleviate the congestion on this corridor and the knock-on effect it has on other radial corridors such as the A174 and the A19, thus freeing up capacity on the strategic road network for other growth sites.

The reduction in traffic will have benefits in terms of reducing carbon emissions on the Marton Road corridor. The carbon assessment undertaken for the Metro project estimated that the whole project could deliver a net reduction in CO 2 emissions of 1,060 tonnes annually.

The provision of a new station at The James Cook University Hospital will significantly improve accessibility to this major healthcare facility, as shown by the improved public transport access times from key centres in and around the Tees Valley included below.

19 Origin Current Public Transport Journey Time with Time Saving % Time Saving Journey Time* New Station^ Nunthorpe 20 mins 10 mins - 10 mins 50% Billingham 50 mins 36 mins - 14 mins 28% Redcar 50 mins 29 mins - 21 mins 42% Stockton 55 mins 29 mins - 26 mins 47% Yarm 57 mins 35 mins - 22 mins 39% Saltburn 60 mins 43 mins - 17 mins 28% Darlington 65 mins 44 mins - 21 mins 32% Northallerton 72 mins 50 mins - 22 mins 31% Hartlepool 85 mins 46 mins - 39 mins 45%

*Assumes start point as town rail station and end point as hospital building, including walk times. Based on journey data from Traveline.

^ Assumes start point as town rail station and end point as hospital building. An interchange of 10 mins between rail services at Middlesbrough Station, a 4 minute journey time between Middlesbrough Station and the new hospital station and a 5 minute walk time to the hospital have been assumed.

Further details on the rationale and evidence for the new hospital station can be found in the Project Inception Report (PIR) that has been formally submitted to Network Rail and DfT, and is now being reviewed. The PIR can be made available on request. It is important to reiterate that it will not be possible to deliver this key project without the third party funding being sought due to the financial restrictions within the current franchise, already mentioned in B2 above.

The project will also have some non-quantifiable benefits, including supporting investment in the Tees Valley Bus Network Improvements major scheme and other local authority initiatives by enhancing integrated information; it should also encourage increased use of bus, cycling and walking as a means of accessing the rail network, with subsequent environment and health benefits; finally, the project may encourage further investment around the rail stations themselves as a result of increased footfall – recent investments at Eaglescliffe and Thornaby has shown this to be the case.

D2. Financial sustainability

Once installed, railway assets such as CCTV, information panels, shelters and seating will become the property of Network Rail, although Network Rail will pass the maintenance responsibility over to Northern Rail as SFO. Any additional costs associated with these responsibilities for the remainder of the current franchise will be absorbed by Northern Rail as part of their local contribution to the project. Beyond May 2014, it is anticipated that these would become part of the base cost of the new Northern Rail franchise.

Responsibility for web-based information through the enhanced Connect Tees Valley web portal will remain with TVU, and ongoing costs associated will form part of TVU’s funding agreement with the Tees Valley local authorities.

As above, the proposed new station at The James Cook University Hospital, once complete, will become the property of Network Rail, with Northern Rail becoming SFO. After May 2014, it is assumed that any charges relating to the provision of a new station will be included in the base cost of the new Northern Rail franchise, albeit covered by the increased revenue generated.

SECTION E – Deliverability

E1. Implementation

The partners are already working together on a number of rail-based projects under the banner of the Tees Valley Metro project, and a Project Board has been established since 2005, which includes representation from all the organisations listed in A9.

20 The Board delegates delivery of project components to smaller working groups, each led by a Project Lead. The intention with this project would be to delegate authority for implementation to three Project Leads to reflect the differing components: a). Station communications upgrade – Karen Poole (Network Rail); b). Passenger facility improvements – Fran Manancourt (TVU); c). Information enhancements – Fran Manancourt (TVU); d). James Cook University Hospital station – Derek Gittins (Middlesbrough Council).

Within the terms of the Project Execution Plan (PEP) for the Metro project, each Project Lead reports to the Project Board on a monthly basis and has an agreed tolerance over budgetary decisions. We would seek to use the PEP (and any subsequent amendments) to govern the implementation of this project – a copy can be provided on request.

The Project Board would retain ultimate responsibility for project delivery, through the SRO, as with other joint public transport schemes within the Tees Valley partly funded by the DfT or other government departments.

E2. Output milestones

Rail project typically follow the Governance of Railway Investment Projects (GRIP) process – an eight stage process allowing milestones to be monitored. In terms of the various elements relating to the rail network, the current progress is as follows: a). Station communications upgrade – GRIP Stage 5; b). Passenger facility improvements – GRIP Stage 3; c). Information enhancements – not applicable (see below); d). James Cook University Hospital station – GRIP Stage 4.

For the relevant elements, it is proposed to follow the GRIP process to monitor milestones. Whilst this submission is being reviewed by DfT, Network Rail has committed to take the station communications upgrade element of the work for which it is providing funding into GRIP Stage 6.

Assuming a confirmation of funding by May 2012, the aim would be to move the second element to the end of GRIP Stage 5 by August 2012, with completion of both of the first two elements by March 2013. In terms of the information enhancements, the static information template will be available for use by Spring 2012, so the implementation of this element will be done alongside the other passenger facilities at stations to maximise impact. Upgrades to the Connect web portal will be in place six months after confirmation of funding.

The current programme for the new station at The James Cook University Hospital shows an eleven month timescale for GRIP Stage 5 and a six month build programme. Given the planned bidding timetable, this gives completion of the work in March 2014, with full close out of GRIP Stage 8 by May 2014.

E3. Summary of key risks

As part of the GRIP outputs, Network Rail produces a comprehensive risk register for some aspects of the project, and the Project Board also monitors a strategic risk register. Both registers are available for inspection, if required.

Based on the current versions, the main risks identified through this process and the proposed mitigation actions are as follows: a). Northern Rail (as SFO) does not accept the planned station enhancements – Northern has been involved throughout the design process to gain approval for the proposed enhancements; b). Possessions for construction may not be readily available – book possessions in time with the required booking timescales;

21 c). Unforeseen ground conditions at locations proposed for new cabinets – to be monitored when excavating for foundations; d). Unknown voids, structures and services to existing areas proposed for new works installations – consider radar survey of any proposed excavation routes and provide risk allowance in scheme budget; e). Protected species may be found to be present at new station site – manage relocation of any protected species.

Risks associated with cost escalation in the construction period due to unforeseen conditions are being managed by TVU and Network Rail through the inclusion of suitable levels of contingency within the cost estimates.

The new station at The James Cook University Hospital will require planning permission and a Network Change. Middlesbrough Council is progressing with the former, whilst TVU is working with Network Rail to obtain consent for the latter, both by Spring 2012.

E4. Project evaluation

TVU confirms its willingness to participate in any evaluation programme, and would positively welcome such participation to allow us to draw on the results to develop future proposals, as we did for this submission, drawing on the work of the Darlington Local Motion project.

The information included in D1 provides an indication of the data that it is suggested to use for the evaluation process.

22 Annex A – Station communications upgrade and passenger facility improvements by station

Station Station Passenger facilities improvements Cost (£) communications upgrade Allen’s West  Poster cases 6,899 CCTV installation 43,198 New waiting shelters 83,576 Signage improvements 8,194 Billingham  Poster cases 5,580 Passenger information 8,032 CCTV installation 22,970 Waiting shelter upgrades 88,017 Station signage upgrades 8,194 DDA compliant handrails to overbridge 15,240 Anti slip stair treads to overbridge 25,232 Darlington Not Included Major rail hub – facilities already provided Dinsdale  Funded through Metro Phase 1 Eaglescliffe  Being delivered as part of Metro Phase 1 Gypsy Lane  Poster cases 5,580 Passenger information 5,326 Installation of DDA seating 3,114 CCTV installation 25,433 Installation of new passenger waiting facility 44,082 Cycle storage facilities 2,417 Station signage upgrades 8,194 Hartlepool  Funded through Metro Phase 1 Longbeck  Poster cases 8,218 Passenger information 14,618 CCTV 25,428 Passenger waiting shelter 86,526 Signage upgrades 8,194 DDA compliant seating 6,227 Marske  Poster cases 8,218 Passenger information 14,454 Installation of DDA seating 6,227 CCTV installation 39,358 Passenger shelter upgrades 44,082 Station signage upgrades 8,194 Marton  Poster cases 5,580 Passenger information 10,422 Installation of DDA seating 3,114 CCTV installation 25,183 Passenger shelter upgrades 29,334 Improved approach lighting 18,518 Station signage upgrades 8,194 Middlesbrough Not Included Major rail hub facilities already provided North Road  Funded through Darlington BC’s LSTF1 bid Nunthorpe  Poster cases 6,899 Passenger information 16,256 Installation of DDA seating 6,227 CCTV installation 37,473 New passenger shelter 32,611 Station signage upgrades 8,194 Redcar British.Steel  Insufficient footfall Redcar Central  Westbound Platform access and landscape works 97,240 West Dyke Road Car Park access and landscape works and cycleway/footway improvements 217,502 New pedestrian link to improve access between eastbound and westbound platforms 81,698 New cycleway/footway link to Redcar & Cleveland College 215,021 Improvements to the Car Park south of the westbound platform 170,387 Poster cases 5,580 Passenger information 6,408 CCTV installation 25,428 New passenger waiting shelters 81,871 Station signage upgrades 8,194 Redcar East  Poster cases 8,218 Passenger information 16,256

Station Station Passenger facilities improvements Cost (£) communications upgrade CCTV installation 25,265 Passenger shelter upgrades 18,157 Station signage upgrades 8,194 Saltburn  Poster cases 5,580 Passenger information 6,408 CCTV installation 25,428 New passenger waiting shelters 81,871 Station signage upgrades 8,194 Seaton Carew  Funded through Metro Phase 1 South Bank  Poster cases 6,899 Help points 16,093 CCTV installation 25,592 Passenger shelter upgrades 44,082 Station signage upgrades 8,194 DDA compliant seating 5,957 Stockton  Poster cases 6,899 Help points 16,093 Passenger shelter upgrades 9,521 CCTV installation 24,445 Tees-side Airport  Insufficient footfall Thornaby Not included Key rail hub – Facilities already provided Yarm Not included Facilities already provided

Annex B – Letters of support for the bid

1. Northern Rail (provided in support of earlier PIR submission) 2. South Tees Hospital NHS Foundation Trust Rail (provided in support of earlier PIR submission) 3. Middlesbrough Council (provided in support of earlier PIR submission) 4. North Yorkshire County Council 5. Esk Valley Rail Development Company 6. Scarborough Borough Council

Stephen Bond Commercial Director Northern Rail 6th Floor Steve Payne Northern House Integrated Transport Manager 9 Rougier Street Tees Valley Unlimited York Cavendish House, Teesdale YO1 6HZ Business Park Stockton-on-Tees. TS17 6QY Telephone 01904 568600 Fax 01904 568675 Email [email protected] 06/12/11

Dear Mr Payne

I am writing to express Northern Rail’s support for the approach you have taken in forecasting the likely patronage and revenue impact of the opening of the proposed new station at James Cook University Hospital. As you are aware, Northern’s Business Development team have been fully engaged in the forecasting process, and I believe that the forecasts reached are robust, and indeed in some areas are somewhat conservative. Forecasts have been derived using a combination of Northern Rail and industry standard models, and reflect that Northern has committed to recast its timetable to run an additional four trains per day in each direction to serve the hospital. I believe that this commitment alone is a clear indication of our confidence in the forecasts, increasing as it does the number of services from the existing twelve per day to sixteen per day. Our confidence is further supported by the strong increase in patronage experienced at nearby Nunthorpe, Gypsy Lane and Marton stations as a result of a previous change in calling patterns in 2008, and we believe that patronage at these stations will increase further as a result of these proposed service improvements. As I highlight above, I believe that in some areas the modelling presents a conservative estimate of likely revenue growth. Specifically, I am aware that it has not been possible to incorporate the likely demand uplift resulting from the development of new housing sites in the vicinity of the hospital, nor has it been possible to accurately establish the likely level of demand due to staff movements to/from other NHS Trust locations in the area, such as Middlesbrough and Northallerton. Finally, I would like to take this opportunity to commit Northern to meeting with NHS representatives prior to the opening of the facility in order to develop staff ticketing initiatives and associated targeted marketing activities. The established Northern Sales Team has developed a number of schemes with NHS trusts previously, and I am confident that demand can be further positively influenced by a similar initiative at this location. On the basis of the above I fully endorse the forecasts contained within your submission, and I look forward to continue to working with you to ensure that these forecasts are exceeded in due course.

Yours sincerely

Stephen Bond Commercial Director

Directorate of Planning The James Cook University Hospital Marton Road Middlesbrough TS4 3BW

Tel: 01642 850850 Direct Line - 01642 854630 Fax: 01642 854590

5 December 2011

Our ref JM/LMcQ/KL/TRAVEL

Mr Steve Payne Integrated Transport Manager Tees Valley Unlimited Cavendish House Stockton-on-Tees TS17 6QY

Dear Mr Payne,

THE JAMES COOK UNIVERSITY HOSPITAL STATION – PROJECT INCEPTION REPORT

On behalf of the South Tees Hospitals NHS Foundation Trust I am writing to express the Trust’s strong support for this scheme which will provide a new rail station at The James Cook University Hospital, Middlesbrough.

The Tees Valley rail network has shown significant growth in the last ten years but there is one major gap in the rail network if it is to support growth aspirations and address quality of life needs – ie the lack of access to the main health care facility in the Tees Valley (The James Cook University Hospital). This is despite the fact that the existing Esk Valley rail line runs alongside the eastern boundary of the hospital.

The hospital offers a wide range of district general hospital services and specialist (tertiary) services including neurosurgery, renal medicine, spinal injuries, major trauma, vascular surgery and cancer services to the Tees Valley, South Durham and North Yorkshire serving a wide catchment area that cannot be effectively served by the commercial bus services that run along Marton Road, to the west of the site.

/continued….

To : Mr Steve Payne 1 Date : 5 December 2011 :

The Trust has been working with Tees Valley Unlimited and other key partners over a number of years to develop proposals for a new rail station at this location and, through a variety of public funding sources, the project completed GRIP Stage 4 in January 2011. This indicates the advanced state of readiness and the commitment of all of the partners to ensure that the station is delivered.

We are convinced that the detailed business case presented within the Project Inception Report is robust and have been involved at all stages of its preparation. The Trust is committed to continue to provide in-kind support through the detailed design, planning and implementation stages, which we hope will follow later in 2012 if the scheme is successful in obtaining Local Sustainable Transport Funding.

Trust staff have supported the need for a rail halt on our site for many years and this provision will be a real incentive for the use of an alternative mode of transport and encourage sustainable travel to and from the site.

The Trust looks forward to continue to work closely with TVU and other partners to deliver this much needed facility but in the meantime, should you have any further questions relating to our support for the scheme, please do not hesitate to contact me.

Yours sincerely

JILL MOULTON Director of Planning

2

Your ref: David Bowe Corporate Director Our ref: Payne – M05DH169.RG County Hall, Northallerton North Yorkshire DL7 8AH Tel: 01609 532556 Fax: 01609 760794 E-mail: [email protected]

www.northyorks.gov.uk

30 January 2012

Dear Steve

TEES VALLEY UNLIMITED BID TO THE LOCAL SUSTAINABLE TRANSPORT FUND

Thank you very much for the opportunity to comment on your bid prior to submission to the Department for Transport. As discussed, we are pleased to confirm our support for the Tees Valley Unlimited bid especially in view of the measures contained in the bid that complement those in our own submission.

There are many features of your bid that will be of significant benefit to North Yorkshire and in particular, those residents living in the north eastern part of the county. The improved links to employment opportunities will be of benefit especially for people living in Whitby and the Esk Valley.

The cumulative effect of all of the improvements you are proposing to the rail network in the Tees Valley, particularly the construction and adoption of a new rail halt at James Cook University Hospital in Middlesbrough, in addition to our bid for introduction of a year round Sunday service on the Esk Valley line will help to further increase patronage on the public transport services in the Tees and Esk Valleys. This in turn could demonstrate the need for an expansion of the operating hours of the Esk Valley Railway which will help to support more North Yorkshire residents to take up education and employment opportunities that are being developed in the area.

Continued………….

Mr S Payne Integrated Transport Manager Tees Valley Unlimited Cavendish House Teesdale Business Park STOCKTON-ON-TEES TS17 6QY

Payne - M05DH169.RG/1 2

We are also keen to support the roll out of new technologies and new methods of promoting public transport and would be keen to work with you on our promotional materials that will be developed as part of the Whitby and Esk Valley bid, should we be successful.

We wish you success with your bid and look forward to working with you again in the future.

Yours sincerely

DAVID BOWE Corporate Director

Payne - M05DH169.RG/2