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West of England
Full Business Case North Somerset Council: Local Growth
Fund (LGF) bid 2018/21 Weston-super-Mare Town Centre: Sustainable Travel Improvements
Originated Reviewed Authorised Date 1 Version 1.0 FM BF/CH2M 23/04/18 2 Version 2.0 FM BF/CH2M 16/05/18 3
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Table of Contents
Table of Contents ...... 2 Executive Summary ...... 3 1 Strategic Case ...... 5 2 Economic Case ...... 14 3 Financial Case ...... 17 4 Commercial Case ...... 22 5 Management Case ...... 23 Appendices:...... 40 Appendix 1. Maps/Plans ...... 41 Appendix 2 - Equality and Diversity Impact Assessment and Plan ...... 45 Appendix 3: References ...... 49 Appendix 4: Qualitative Economic Assessment of Schemes ...... 51 Appendix 5: GVA Assessment ...... 58 Appendix 6: Delivery Programme ...... 66 Appendix 7: Risk Register ...... 67 Appendix 8: North Somerset Housing Allocation to 2036 ...... 79 Appendix 9: North Somerset Housing Calculations ...... 80
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Executive Summary The North Somerset Council Sustainable Transport Package 2018/21 will deliver jobs and regeneration in North Somerset capitalising on the strengths of the previous joint LGF 17/18 programme, and previous successful 3 years of LSTF. The North Somerset proposal is a robust and highly deliverable 3-year programme with a key focus on known schemes, which aim to improve transport links within and to Weston-super-Mare town centre. The programme focuses primarily on connectivity, improving radial walking and cycling links, giving greater priority to public transport within the centre, improving journey times and creating high quality public spaces that will have a transformational impact on retail and tourism activity.
The total programme value is £2.225 million, of which £1.75 million of capital grant is being sought from the Local Growth Fund, £475,000 has been identified as match funding in the Local Transport Plan and Medium Term Financial Plan for North Somerset Council, as approved by the Executive Member for Transport. The match split equates to 20% of the overall budget in line with previous successful bids to the LEP.
The 3 proposed interventions, including ‘Weston Town Centre Regeneration’ schemes South Parade and Regent Street and the Coastal Towns Cycle Route project at Uphill Road North, are estimated to deliver 26 gross new full time equivalent (FTE) jobs through the construction phase (20 FTEs for the town centre and 6 FTEs for the Coastal Town Cycle Route, comprising 14 direct FTEs and 12 indirect FTEs in total) and 51.6 gross new jobs in the operational phase.
This scale of employment impact offers good value for money for LGF funding, demonstrated through the cost per gross new job metric range of £28,000 (including construction stage jobs) and £42,000 (excluding construction stage jobs). Furthermore, the package will result in £900k construction stage GVA uplift (£488,000 direct, £415, 000 indirect jobs) and a further £6.8 million operational stage GVA (accrued over the five-year lifetime of operational stage employment opportunities). In addition, the Weston Town Centre Regeneration schemes could facilitate 156 additional dwellings in Weston urban area between 2018 and 2026. Conventional transport uplift assessment using the DfT Active Toolkit has estimated the shared use proposal along Uphill Road North will see 219 cycle journeys per day almost tripling the amount of people using the route previously. Similarly, the number of pedestrians will increase by a similar factor, resulting in 109 walking journeys per day. Consistent with the core aims of the Joint Local Transport Plan 2011-26, the Sustainable Transport Package 18/21 programme focusses on three overarching themes:
•Stimulating Growth; •Promoting Connected and Thriving Centres, and; •Supporting Transitions to Low Carbon Lifestyles.
The LGF programme will be further enhanced by North Somerset’s £1.254m of revenue funding secured though the Department for Transport’s Access Fund competition and the major investment being made in local public transport infrastructure through the MetroWest and MetroBus schemes. North Somerset Council is in the process of delivering over £1m+ of Office for Low Emission Vehicles (OLEV) funding by 2021, providing a doubling of charging facilities for electric vehicles, a rapid charging hub and new opportunities for local businesses
Doc v21 Last updated April 2018 4 through business grants for chargers. North Somerset Council are leading by example and have already converted 40% of our own fleet to electric vehicles. This will further enhance air quality leading to a healthier population, supporting a commitment to sustainable travel across all modes.
Together, these schemes will offer sustainable travel alternatives that keep North Somerset moving and our economy growing. Increasing the accessibility of North Somerset’s economic centres through sustainable travel will be critical to support growth in our Enterprise and Growth Area, where we expect to see up to 7,000 new jobs created by 2036 through the Strategic Economic Plan and supporting measures. Many of these jobs will be within the Enterprise Area and include a high proportion of jobs in manufacturing and industry, including a focus on food technology and science. Equally vital in economic terms is the need for continued investment in our transport network to meet the demand for new housing. The emerging Joint Spatial Plan for the West of England, which is almost complete, identifies an estimated 25,000 new dwellings are required by 2036 in North Somerset. This will include a further 1,000 urban dwellings in Weston-super-Mare town centre as well as further housing in the main towns and villages in North Somerset including Clevedon, Portishead, Nailsea and Yatton. Please see Appendix 8 & 9 for more information and calculations on North Somerset’s housing allocation commitments to 2036.
Upgrading current standards of walking and cycling infrastructure together with better quality public realm, public transport infrastructure and services will enhance the health of the local population by promoting active modes of travel and improving local air quality. The benefits will be realised by employers, who will have a healthier workforce with a commensurate reduction in absence through sickness, and by the health authorities through reduced demand on healthcare services.
The Sustainable Transport Package 18/21 programme will contribute to an affordable, low carbon, accessible, integrated, efficient and reliable transport network. This will have a transformational impact on connectivity, economic competitiveness and regeneration, helping to achieve better connected, more active and healthy communities within North Somerset. North Somerset Council will use its extensive experience of delivering projects to ensure that the programme is completed on time and to budget, while offering excellent value for money.
Elfan Ap Rees
Executive Member for Transport, North Somerset Council
Contact: Frankie Mann, Sustainable Travel & Road Safety Manager
Tel: 01275 888904 Email: [email protected]
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1 Strategic Case
1.1 State Aid Considerations
The North Somerset STP 18/21 package will enhance the existing transport network and provide equal benefits to all sectors. To the best of our knowledge no state aid rules will be breached by the proposed bid or its delivery. All work will be delivered on existing adopted highway and all contracts offered will be through a competitive tender process using strict North Somerset Council, national and EU OJEU guidelines, depending on procurement threshold amounts for each scheme value. Currently, North Somerset has term contracts for both construction and consultancy, much like most other West of England authorities. This ensures adequate competition has taken place and does not affect the market adversely through the delivery of the schemes, be it whilst developing the proposals, or the construction phase. It should be noted many schemes are sub-contracted leading to further work for contractors within the local market and the community using the network.
1.2 Project Description
The LGF 18/21 programme will assist the delivery of corporate priorities, such as Weston Town Centre regeneration and the Coastal Towns Cycle Route, as outlined in the Director Annual Statement for Development & Environment (D&E) and corporate plan. It is proposed funding for schemes related to Weston-super-Mare regeneration, including South Parade and Regent Street public realm and bus improvements (£1.3m respectively, plus match funding), is profiled over three years. Uphill Road North shared use route (£450,000 plus match funding), which forms part of the Coastal Towns Cycle Route, will be profiled over the first two years, with the majority of spend in year one.
The South Parade improvements are within Weston-super-Mare town centre adjacent to the recently completed Town Square public realm scheme. This scheme was originally earmarked for delivery in 2017/18, however, land negotiation has meant we are delivering Knightstone Road, a continuation of the South Parade scheme on the ‘Boulevard corridor’. The South Parade improvements include better pedestrian and cycling provision and public realm, realigning the existing road layout and bus stop improvements. The Royal Hotel have now submitted their planning application and legal negotiations for the land swap are progressing well. Regent Street is a similar corridor improvement scheme and will see higher quality public realm and improvements in bus journey times, along with more consistent provision for walking and cycling. This will address improvements to two of the three priority corridors for sustainable transport and urban regeneration within the Weston-super-Mare Masterplan and SPD.
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Building on lessons learned through delivery of the 17/18 West of England Package, we have profiled schemes over several years and taken a low risk and strategic approach to the delivery of the programme, ensuring schemes have the necessary permissions in place wherever possible. Having a three-year programme will ensure greater flexibility when profiling schemes and deliverability is the primary consideration for the selected schemes.
Local Growth Fund will enable continued phased improvements to the Coastal Towns Cycle Route connecting Weston-super-Mare to other North Somerset towns and villages. The next deliverable phase is a 1.3km section along the A370 on Uphill Road North, connecting Weston-super-Mare to Uphill village. It also encompasses improvements to Marine Parade to the North, where it connects to the promenade and Uphill Road South to the South of Weston Golf Course. This project received £10,000 for feasibility from LGF in 2017/18 and now has detailed design, a submitted planning application, and the necessary survey work to be ready for construction from 2018 onwards.
The long-term aspiration is to connect the coastal towns of North Somerset (Weston- super-Mare, Clevedon and Portishead) to Brean in the South and Bristol to the North. This will create a long distance mainly off-road and quiet road trail, connecting the towns. This will have benefits for commuting, congestion reduction, as well as tourism and business locally. We have chosen to take forward a route providing shared use adjacent to Uphill Road North. This will be the final section for improvement along the 13km section of the recently opened Brean Down Way from Weston Pier to the National Trust Brean Down Fort, which is a regional attraction and a listed monument.
This will build on momentum from last financial year where officers upgraded the section of path to the River Axe Sluice and opened the sluice itself to the Somerset boundary. The sluice had previously been shut to the public for 40 years and formed a physical barrier to Brean. In addition to this, officers worked collaboratively with the charity Greenways and Cycle Routes and Somerset County Council to deliver a route all the way to Brean beach and enable cycling to Brean Down, ensuring connectivity didn’t finish at the North Somerset boundary.
Please see below for plans and locations of where proposed interventions will take place in Weston-super-Mare:
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1.3 Project Objectives and Case for Change
Weston-super-Mare’s new vision is based on the ‘Prospectus for Change’ document and a new SPD and masterplan, adopted in 2017. Please refer to Appendix 1 to view the Masterplan. The ethos of these documents is ‘Living Learning Lifestyles’, aiming to create the right prerequisites for new job creation and a higher education offer based on the business and the legal sector to enhance opportunities for young people long term. In addition, offering interesting attractions, healthy activities and delivering high quality places to visit for its local population and tourists. This will ensure Weston- super-Mare is well placed to capitalise as people seek high quality, affordable places to live and activities to undertake within the West of England area. All projects included within the programme contribute to enabling these aims within Weston-super-Mare. This relates directly to the following benefits, used in our logic model:
• Enhance connectivity • Job creation • Mode shift/increased active modes • Improved quality of life/health • Enhanced built environment and facilitation of housing
1.3.2 Furthering the requirement for high quality multi-modal transport provision throughout Weston-super-Mare. The town centre’s redeveloped ‘brown field’ sites will provide new urban living and flats and apartments for young professionals and students revitalising the centre, working in partnership with the Home & Communities Agency (HCA). The majority of urban dwellings are proposed to be located around the Southern ‘Station Boulevard’ corridor. Please refer to the Masterplan in Appendix 1 plus Appendix 8 & 9 which refers to housing and transport infrastructure. This is an innovative approach to specifically attract young people to Weston-super-Mare, including a new higher education offer in partnership with Weston College and the University of the West of England (UWE). Likewise, 6,000 new homes in Heywood Village and Locking Parklands in the Junction 21 Enterprise and Growth Area will be realised within the timeframes for the LGF bid. It is imperative we seek a substantial modal shift to sustainable modes to ensure the new population centres do not become congested, adversely affecting the economy and growth.
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1.4 Rationale for Public Intervention
The transport enhancements will provide open access to infrastructure forming part of the local highway, public transport and cycling networks. North Somerset Council are the only body able and willing to provide this infrastructure. Whilst some of the schemes will provide a lever for securing complementary developer contributions they cannot be wholly funded through these means so further intervention and funding is required.
1.5 Strategic Fit
The Joint Local Transport Plan 2011-26 (JLTP3) and the emerging JLTP4 provides the transport policy framework for the whole of the West of England area, including North Somerset. The Sustainable Transport Package 18/21 programme is built around the plan’s goals to: • Support economic growth; • Reduce carbon emissions; • Promote accessibility; • Contribute to better safety, security and health; and • Improve quality of life and a healthy natural environment
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The Strategic Economic Plan places sustainable travel at the heart of the growth strategy and included an indicative allocation of £1.75m for North Somerset from the Sustainable Travel Package 18/21 based on population per head split, as agreed at Heads of Transport. This sum is from an overall amount of £10.496m allocated between the West of England authorities to 2020/21. North Somerset Council are seeking the full £1.75m of STP funding in order to realise the maximum benefit to the authorities’ aims by 2021.
The Sustainable Transport Package 18/21 will support the business community by improving the sustainable travel offer for commuters, helping to ease congestion in key growth areas. The approach supports the West of England Authorities Core Strategies and the Strategic Economic Plan agenda by improving facilities to support business and enhancing links to the Enterprise and Growth Areas.
The Sustainable Transport Package 18/21 programme complements the improvements being made through major transport projects such as MetroBus, MetroWest and mainline rail electrification. It also considers emerging proposals through the Joint Spatial Plan and Joint Transport Study by including schemes that would benefit existing planned development and potential future development in locations such as the ‘Junction 21’ area and Weston-super-Mare town centre.
1.6 Options Appraisal
Schemes under the Sustainable Transport Package 18/21 programme focus on easing congestion and improving links. They have also been selected on the basis that they complement existing and planned transport projects; leverage additional sources of funding; are deliverable within the funding period and have been identified as the best value for money. This approach was deemed the best strategic fit for meeting our objectives as well as aligning with the aims of the Local Growth Fund. Alternative options were considered as follows:
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Overall: Focus on schemes not directly linked to Enterprise and Growth Areas were rejected because it would spread limited resource too thinly, would not address the core objectives of the LGF and would not tackle the problem of congestion on the principal corridors. It was decided that greater value for money could be achieved by channelling resources to where the largest number of employees and residents are located and where measures are likely to have the biggest impact, for instance Weston-super-Mare.
South Parade: Do nothing: Without the South Parade improvements, North Somerset Council will not be able to realise improvements with any continuity at Towns Square, the Boulevard transport corridor or provide continued investment within the High Street area. The knock-on effects to Weston-super-Mare town centre are continuing to lower employment prospects, and a low baseline for active travel and public transport use. Weston town centre has imminent development proposals for expansion of both its higher education offer and town centre housing provision, this expansion will be detrimentally affected with the existing provision of lower quality urban areas. South Parade is a phase of the improvements planned for ‘the Boulevard’ transport corridor and proposals will increase the area of public realm, offering an improved retail and office environment, increasing public spend, and continuing the pedestrianisation and shared space approach to Weston-super-Mare town centre. This has been a proven approach nationally to increase active travel through road reallocation, where active modes and public transport have priority. Station Boulevard was also considered for delivery within 18/21, however this scheme was successful for NPIF funding and subsequently matched from a further LGF bid, so will come forward within similar timeframes.
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Regent Street: Do nothing: Without the proposed shared space improvements to Regent Street, North Somerset will not be able to provide walking and cycling increases of any real significance at this location. Cycling currently accounts for less than 2% of all active travel journeys on Regent Street. The existing Regent Street layout means pedestrians are not well catered for on the narrow and often overcrowded footways. Existing public transport data for bus frequency has indicated the removal of disabled parking and planned loading restrictions will deliver public transport journey time savings, increasing reliability and passenger increases. Regent Street was originally considered for public realm improvements, when Princess Royal Square was initially undertaken, yet this has been the first opportunity to provide an improved link between the seafront and the High Street within Weston-super-Mare. Officers considered whether public transport could be diverted away from Regent Street, yet as bus frequency was every 3 minutes, this was not deemed possible without further highways changes. Other options considered instead of Regent Street included Alexandra Parade bus interchange improvements and enhancements to public realm along Station Boulevard. This has recently been successful in obtaining NPIF funding.
Uphill Road North, Coastal Towns Route (NSC): Do nothing: Cyclists will be faced with two options, the busy A370 which has existing issues with pedestrian and cycle collisions, or the beach to Uphill, which is exposed to the elements and tide dependent. Uphill Road North will provide the final link between Weston-super-Mare town centre, Uphill and Brean. This link which is shared use next to the carriageway is considered crucial to provide appropriate cycling infrastructure for all ages. It will be useful in a number of ways from improving road safety, to providing connectivity between Weston Hospital, Weston College and the town centre. Likewise providing a safe leisure route to Brean Down.
1.7 Environmental Sustainability Considerations
The environmental impacts of the North Somerset Sustainable Transport Package 18/21 programme are as follows: •Short-term negative impacts: the use of fuels and materials for construction and associated production of waste. Likewise, any impacts on air pollution through the construction period. •Long-term positive impacts: investment in, and promotion of sustainable transport resulting in a reduction in car journeys and associated emissions. This will be monitored using manual and automatic traffic/cycle counts, plus air quality monitoring data.
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Long-term use of the new infrastructure by local residents and visitors will ensure the short-term impact of construction is outweighed by the provision of high quality infrastructure and uptake of active modes of travel such as walking and cycling. North Somerset Council has recently used recycled road aggregate for a recent LGF project on the Brean Down Way, which ensured it limited any short term negative impacts through the construction phase, by using less natural resources. Individual engineering and construction projects will be subject to the appropriate controls, including Environmental Impact Assessments, procurement, planning and waste management.
It is noted that any new planning permissions will need to comply with the following policies from the Core Strategy: •Climate change – mitigation and adaptation •Sustainable energy •Sustainable design and construction •Flood risk and water management •Quality urban design •Waste Policies
1.8 Equality and Diversity Impact Assessment
The Sustainable Transport Package 18/21 programme is intended to improve accessibility for all sectors of the population through a series of sustainable transport projects and initiatives. This includes reviewing the protected characteristics of each group through the equality act, these include: • Age • Disability • Gender reassignment • Marriage & civil partnership • Pregnancy & maternity • Race • Religion • Sex • Sexual orientation
Each authority applies the preparation and implementation of an EqIA as part of the scheme design process, and the programme will be focussed upon improving access to jobs, education and services for all sectors of the population. Appendix 2 contains an Equality and Diversity Impact Assessment and Plan. This plan updates the West of England Local Enterprise Partnership – Local Growth Fund Full Business Case 2017/18, submitted for the previous joint LGF bid. After reviewing and amending, including updating the references, it has been deemed consistent with our approach to the current proposal.
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2 Economic Case
2.1 Economic Appraisal
The economic section gives a brief summary of the economic impacts associated with the schemes. These impacts will be attributable to the LGF funding request of £1.75m, out of a total capital expenditure of £2.225m for 2018/21. It is worth noting that the £1.75m LGF funding request will attract a total of £0.475m of match funding. Further details regarding match funding can be found in the Financial Case (section 3.3).
The schemes included in this LGF application will predominantly deliver sustainable transport benefits. However, the focus of this economic impact assessment is to forecast two types of economic benefits: •Conventional transport economic benefits and mode shift and growth in cycling and walking, using the DfT’s Active Mode Appraisal Toolkit (specifically Uphill Road North); and, •Wider economic benefits, namely employment created (unlocked or facilitated) and Gross Value Added (GVA) benefits for the local economies during the construction and operational phases, plus housing facilitated.
Please note that this high-level, scheme-specific assessment of impacts is based on observed benchmarks and other evidence sourced from the public domain and / or information provided by the project sponsors. Also note that the assessment forecasts gross impacts of the schemes, and does not give any consideration for additionality calculations (net effects). That said, there is some consideration of indirect impacts resulting from investment in the construction phase of the scheme, in line with recommendations set out in the West of England LEP’s ‘Impact Guidance Note: A guide to estimating economic impact for infrastructure projects in the West of England’.
Further details of the schemes, a qualitative statement regarding their transport case, and their wider economic benefit case are presented in the scheme pro-formas provided as Appendix 4 to this document. In addition, all scheme-specific input assumptions and calculations performed to forecast the wider economic impacts are provided Appendix 5 along with any associated mapping, Appendix 1, together with inputs, assumptions and outputs using the DfT’s Active Mode Appraisal Toolkit. Please refer to the Final Full Business Case submission email attachments. Detail on the analytical framework for estimating housing impacts is provided in Appendix 9.2.1.5 In summary, the approach to economic analysis can be summarised as follows: •Conventional transport economic analysis relating to the Uphill Road North scheme to derive a WebTAG-compliant value for money metric (BCR) utilising the DfT’s Active Mode Appraisal Toolkit
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•Wider economic benefits analysis of the Uphill Road North and South Parade/Regent Street schemes (i.e. the wider package), utilising the West of England LEP’s Impact Guidance Note to estimate employment created (unlocked or facilitated) and Gross Value Added (GVA) benefits for the local economies during the construction and operational phases. This results in a separate value for money metric to the BCR outlined above, relating to cost per gross jobs and GVA generated per £ spent. • Wider economic benefits analysis of the South Parade/Regent Street scheme, utilising the approach documented in the previous LGF business case submission for Weston Town Centre Transport Enhancements (January 2018) to determine scale of housing facilitated. Housing impacts are not monetised as part of this assessment.
Overview of Projects
The schemes are distributed across Weston-super-Mare, and focus on a range of sustainable transport initiatives, including cycling, walking, bus and highway reallocation improvements. Such investments will deliver a range of benefits associated with healthier lifestyles and carbon emission savings. Through change in mode share, they can also reduce congestion within their respective catchment areas. Furthermore, cycling schemes can lead to additional expenditure in the local economies, resulting in employment creation.
The package also includes targeted transport infrastructure schemes (including the above mentioned cycling schemes) to promote growth in the West of England LEP region. Such investments could unlock capacity and support growth at key employment destinations within the authority, such as Weston-super-Mare town centre. Investments can support residential development across the West of England, including at key housing growth sites such as Junction 21 at Heywood Village and Locking Parklands, where new residents would benefit from the Uphill Road North link to the town centre, where it connects to existing shared use paths such as Winterstoke Road and Broadway. The package includes some further targeted investments to reduce delay on the local highway network for instance Regent Street, which is impacting on productivity of local residents and businesses.
Summary
The economic impacts associated with the package of sustainable transport initiatives can be summarised as follows: •£2.4m of conventional transport economic benefits relating to an uplift in walking and cycling trips (and the associated impact of such trends on health, decongestion, collisions etc.) as a result of the Uphill Link scheme. •£6.8m of wider economic benefits relating to construction and operational activities and the creation of 78 gross new jobs across construction and operational phases, as a result of the both schemes forming the wider package.
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•Facilitation of 156 dwellings in Weston urban area between 2018 and 2026, as a result of the South Parade/Regent Street scheme.
Compared to an LGF funding request of £1.75m and a total package cost of £2.225m to deliver all schemes, the scale of conventional and wider economic benefits demonstrate a strong economic case for the project.
2.2 Value for Money Statement Total project cost £2.225m Grant sought (EDF/LGF/RIF) £1.75m Net Quantified Benefits Conventional Economics 142 additional daily commuter journeys by bike and 71 additional daily commuter journeys by cycle attributable to Uphill Link. Present Value of Benefits (PVB) estimated at £2.4 million over a thirty-year appraisal period. The £2.4 million PVB mainly relates to health benefits linked to reduced risk of premature death and reduced absenteeism from work.
Wider Economics 26 Construction Stage Gross Jobs (14 Direct, 12 Indirect); 52 Operational Stage Gross Jobs, associated with increased expenditure in Weston-super-Mare town centre and along the CTCR; 156 new dwellings (2018-2026) £902k (present value) Construction Stage Gross GVA (£488k Direct, £415k Indirect); £6.76m (present value) Operational Stage Gross GVA VfM indicator* Conventional Economics BCR of 3.11 for a thirty-year appraisal period. This is based on DfT’s Active Mode Toolkit, combining scheme costs of £767k (PV, capital and ongoing maintenance costs) and scheme benefits of £2.4 million (PV).
Wider Economics Based on present value of costs of £2.15m (excluding maintenance costs), and present value of benefits as outlined above:
£42k per Gross Job (excluding construction stage) £28k per Gross Job (including construction stage)
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£3.15 GVA per £1 (excluding construction stage) £3.57 GVA per £1 (including construction stage) * Benefit compared to total cost including match funding
Summary table of assumptions Criterion of assessment Assumption Conventional Economic Use of DfT’s Active Mode Appraisal Toolkit (updated April PVB 2018). A full list of input assumptions is provided in the final FBC email attachment. Construction Stage Jobs Based on £90,000 of construction expenditure per direct job, as per LEP Guidance. Indirect job creation based on multiplier effect of 1.85, again, in line with LEP Guidance. Operational Stage Jobs Based on a cost proportionality approach given the elemental scheme costs as a proportion of the wider investment package costs for each scheme. See Appendix 5 for more details. Construction Stage GVA Based on a construction turnover/GVA ratio of 0.4, as per LEP Guidance. Indirect GVA uplift based on multiplier effect of 1.85, again, in line with LEP Guidance. Operational Stage GVA Based on application of best practice GVA per Employee benchmarks (sourced from the Annual Business Survey and weighted to reflect North Somerset’s economy using ONS Sub- regional productivity estimates), to the operational stage job creation estimate. Job persistence factor of five years for all operational stage jobs created. See Appendix 4&5 for more details. Housing Impacts Based on the schemes contribution to enabling the current annual shortfall in housing delivery (225 homes per annum) to be met going forward. Attribution rates based on scheme and cost proportionality, consistent with previously successful LGF submissions (e.g. Weston Town Centre Transport Enhancements [January 2018] and Sustainable Transport Package 17/18 [April 2017]). See Appendix 9 for more details.
3 Financial Case
3.1 Chief Financial Officer sign off
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The North Somerset STP 18/21 bid has had Executive Member for Highways & Transport, Director of Development and Environment, and Section 151 sign off. This was undertaken in accordance with North Somerset Council’s funding threshold levels. For a bid of between £1-5m this requires an Executive Member decision, this was obtained via a briefing with the executive member and director. The bid was taken to the Infrastructure & Investment Board, which is chaired by the Chief Financial Officer. The Head of Service for Highways & Transport was also present for this board meeting and has been consulted throughout the bid. Please see final FBC submission email for a copy of S151 sign off.
3.2 Scheme Cost
Revenue Elements
Cost Heading Total projected eligible Amount to be claimed expenditure Internal staff including 15% £333,750 (as capital overheads recharge of full amount of £2.225m) Or £262,500 (as capital recharge of LGF only) External consultants N/A Marketing Access Fund Add other categories as None appropriate
Capital Elements
Cost Heading Total projected eligible Amount to be claimed expenditure W-s-M Regeneration £1.625m £1.3m Schemes Uphill Link as part of CTCR £600k £450k
3.3 Spend Profile and Funding Sources
18/19 19/20 20/21 Total over 3 Years LGF £75,000 £725,000 £500,000 £1.3m
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W-s-M Regeneration schemes (South Parade/ Regent St) LTP Match 115,000 £115,000 £95,000 £325,000 LGF Coastal £275,000 £175,000 £0.00 £450,000 Towns Cycle Route (Uphill Rd North) LTP Match £100,000 £50,000 £0.00 £150,000 LGF Total £350,000 £900,000 £500,000 £1.75m LTP Total £140,000 £240,000 £95,000 £475,000 Joint total £490,000 £1.140m £595,000 £2.225M
Revenue Spend (£000s)
18/19 19/20 20/21 Etc. Source 1 N/A N/A N/A Source 2 Source 3 Etc.
Total Spend (£000s)
Scheme LGF allocation LTP Match Total (Capital) over 3 Over 3 years years 18/21 (18/21)
W-s-M Regen £1.3m £325,000 (incl. W-s-M £1.625m regen LGF match
Coastal Towns Cycle £450,000 £150,000 £600,000 Route
Total £1.75m £475,000 £2.225m
3.4 Individual scheme costs:
Coastal Towns Cycle Route - Uphill Rd North shared use path - (NC01)
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2018/20 Cost (£) Design Fees (in-house) 15,000 Other pre-build costs (TROs): Land acquisition & owner’s legal costs, Planning 13,000 Application Fee. Build costs £296,641 Project Management (15%) £90,000 Programme management* (by exception at AOB Programme Board) N/A Other costs: Tree removal and re-planting 54,000 Traffic management for above 2,000 Remove and replace existing fence with badger-proof fence (part cost – remainder in 2018/19) 9,359
Risk/Contingency 120,000 TOTAL £600,000
Weston-super-Mare Regeneration: South Parade improvements for pedestrians and cyclists - (NC02)
2019/20 Cost (£) Design Fees (in-house) £19688 Other pre-build costs: Land owner’s legal costs; Planning Application Fee TRO’s £4,290 Land acquisition £10,000 Build costs: Footway paving £255,000 Kerbing £16,250 Carriageway paving £154,000 Street lighting £6,000 Tree pits £7,000 Drainage £63,022 Street furniture £13,500
Total £514,772 Project Management £131,250 Programme management N/A Other costs: Traffic management for above £20,000 Risk/Contingency £175,000 TOTAL £875,000
Weston-super-Mare Regeneration: Regent Street improvements for pedestrians and cyclists - (NC02)
2019/20 Cost (£)
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Design Fees (in-house) £16,875 Other pre-build costs: Land owner’s legal costs; Planning Application Fee (covered in build costs): TRO’s £4,290 Build costs: Footway paving £237,500 Kerbing £24,375 Carriageway paving £120,000 Street lighting £7,500 Tree pits £9,000 Drainage £34,460 Street furniture £13,500
Total £452,210 Project Management £112,500 Programme management* (only by exception in AOB at Programme Board) N/A Other costs: Traffic management for above £20,000 Risk/Contingency £150,000 TOTAL 750,000
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4 Commercial Case
4.1 Procurement
The Sustainable Transport Package 18/21 will be delivered through a range of existing procurement arrangements established by North Somerset.
For these capital schemes North Somerset already has existing fit for purpose arrangements using an OJEU procured framework term contractor. This is currently Skanska who will deliver engineering schemes for the majority of our larger infrastructure projects.
In the past we have procured through open tender arrangements where budgets have been tight, and/or off the carriageway work is required. This often suits local contractors, where temporary traffic management is not required and means cost saving due to working with smaller more agile contractors. As all schemes require temporary traffic management this time around, the term contractor will be used. All procurement activities will follow authority procurement regulations and comply with State Aid rules.
4.2 Operation and Financial Viability
Sustainable Transport Package 18/21 is a capital funded programme of work that will see a series of infrastructure improvements implemented across the Weston-super- Mare area. The package of schemes will not create significant future revenue funding burdens upon the local authority, North Somerset will be able to incorporate the relatively minor additional revenue requirements within the constraints of their own budgets. All locations for South Parade, Regent Street and Uphill Road North are part of the adopted highway. The only real change in terms of maintenance of the adopted highway will be a slightly more generous linear strip of shared use footway, for around 1.3km in length along Uphill Road North & South.
4.3 Social Value Act
The Social Value Act came into effect in January 2013 to ensure local authorities consider the wider benefits for social, economic and environmental issues. Due to the nature of the schemes, all three benefits will be high due to: • Improving access for all across the main ‘protected characteristic’ equality groups • Health and environmental improvements from promoting active travel such as walking and cycling. • Air pollution improvements from reallocating road space and uptake of healthier low carbon transport choices (walking, cycling and public transport) • High quality public realm and shared space, due to better retail facilities and improvement and uplift in the local economy
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5 Management Case
5.1 Promoter and Delivery Arrangements
The programme promoter will be North Somerset Council and we will be working in conjunction with the following staff resource to ensure timely delivery of quality schemes within agreed budget: • Programme Board: West of England Unitary Authorities and the LEP • Internal North Somerset Council Project Board: SRO, Project Manager, Sustainable Travel Manager, Engineering Managers, Sustainable Travel Team, Traffic Monitoring, Streets & Open Spaces Officers e.g. Tree Officers, Ecologists • Procurement Team • Term Contractor: Skanska
5.2 Project Governance and Delivery
The governance arrangements are set out in the diagram below. The North Somerset Council Project Manager will be Frankie Mann (Sustainable Travel & Road Safety Manager) Programme Manager will be Douglas Sole (BCC) reporting to the Senior Responsible Owner (SRO) - Bella Fortune (North Somerset Council Integrated Transport Manager). As this is a direct bid, the responsibilities for SRO and S151 will fall to North Somerset Council but programme board is still deemed a necessary requirement to fulfil our obligations as a West of England authority and for LEP reporting. Highlight reports will go directly to the LEP, as opposed in the previous award using the joint project board arrangement. All staff have experience working in similar roles on cross boundary projects, within the West of England.
Building on the successful Travelwest, LSTF and STTY arrangements, we propose continuing to attend Programme Board meetings as we already have representation at programme board for Access Fund and Go Ultra Low (GUL) projects using DfT funding. Yet an internal North Somerset Council Project Board will oversee the delivery of STP 18/21, reporting directly to the LEP. Please see the diagrams below to illustrate future governance arrangements.
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The Programme Board will consider issues by exception only, any changes to the risk log and other key deliverables will be reported directly to the LEP through highlight reports. Tolerances in terms of time and budget will be explicitly defined in the Programme Manual which will be based on PRINCE 2 principles. Key changes to the project outside of the tolerances of the Programme Board will be escalated to the Joint Transport Executive Committee (JTEC). This Committee brings together the lead Elected Members for transport from the four authorities, who meet quarterly and receive a regular update on the major schemes programme, which includes Travelwest schemes. High level reports are shared with the Joint Scrutiny Committee (cross party and the authority meeting of Elected Members) and the LEP Board. The below diagram demonstrates governance and reporting processes:
Local Enterpise Joint Transport Joint Scrutiny Partnership Committee Panel
Programme Board Bella Fortune (NSC SRO) Ed Plowden (BCC) Richard Gillingham (SGC) Gary Peacock (B&NES)
Programme Manager Douglas Sole
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Working to, and alongside, this team will be the authority delivery teams, with particular focus on delivery of the capital schemes, partner transport operators and other partner organisations.
NSC Programme Lead Bella Fortune
Central Programme Manager Programme Support Evaluation Douglas Sole
North Somerset Project Manager Delivery Partners Frankie Mann
North Somerset Council has consistently delivered projects to time and budget. For STP 16/17 we delivered all LGF schemes within the timeframe and assisted the other West of England authorities by ‘over delivering’, to ensure we balanced budgets across the 4 West of England authorities at the end of the financial year.
We have a proven track record of delivering other short-term funding streams such as the Access Fund and leading by example on the Go Ultra Low programme, the other two main externally funded sustainable travel packages North Somerset Council currently manage through the DfT. For instance, early procurement of joint funded work packages for the other West of England authorities and progressing permissions and surveys at an early stage, which has assisted the other authorities, who have learnt through our experience and example. This includes work on the ‘Rapid Charging Hubs’ and the ‘Demonstrator Vehicles’ project for Go Ultra Low, which are work packages all 4 authorities are responsible for delivering.
Through the LSTF WEST programme we contributed to the successful delivery of sustainable transport capital schemes worth £9.6m between 2012 and 2015, and boosted the effectiveness of these works with £14m of joint revenue support. North Somerset Council was involved in boosting capital investment with joint revenue support with LSTF 15/16 (£4m) and the Sustainable Transport Transition Year (£2.2m) and supporting the successful delivery of Local Growth Fund package for 15/16 (£3m).
5.3 Programme Plan
Detailed design for some schemes has already been completed, for instance the Uphill Road North phase of the Coastal Towns Cycle Route, likewise most permissions are now secured or at a high level of progression. Preliminary design work, permissions and negotiations have started for both South Parade and Regent Street. Please refer to detailed design drawings in the final Full Business Case submission email.
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Schemes have been selected for funding that are highly deliverable within the timescales of the funding package as outlined in the Indicative Programme Delivery Plan attached as Appendix 6, and project milestones in the Scheme Background section within Monitoring & Evaluation (5.9). All schemes will be delivered by December 2020 at the latest with individual project plans (setting out key milestones) to be completed within one month of funding being secured. The two final year schemes, Regent Street and South Parade despite being over two separate financial years will be designed in tandem to give greater flexibility within the programme and eliminate any risk. Current milestones point to work being completed by summer 2020, which leaves scope for any project slippage within the final year 20/21.
5.4 Risks, Constraints and Dependencies
A risk assessment has been undertaken at the programme level. All risks have been allocated an individual owner and these will be managed through a Programme Board comprising of senior management support from each authority and the LEP Office. More detailed risk management processes at the individual promoting authority level are in place for each of the schemes within the programme and will reported by updating version history and the individual risk log(s) within the work package and project initiation documents.
A full scheme specific risk register is attached in Appendix 7. As this has been informed by real and realised risks and mitigations from previous rounds of LGF funding, there is a high confidence rate with regards to its accuracy. In terms of scheme selection Uphill Road North, South Parade and Regent Street are highly deliverable schemes, with a high level of certainty, all schemes have been chronologically profiled according to their level of progression for permissions, surveys, design and overall deliverability.
5.5 Land Acquisition, Planning and Other Consents
The following schemes require land acquisition, planning or other consents:
• Weston Town Centre Regeneration (South Parade): A pre-planned land swap between The Royal Hotel and North Somerset Council will secure the Spider Lane link for future widening. The first stage of this was the hotel applying for planning permission prior to the land swap, this has now happened and land negotiations are reaching final stages.
• Weston Town Centre Regeneration (Regent Street): The Regent Street scheme will require a Traffic Regulation Order (TRO) a signing schedule has already been drawn up and TRO’s usually take up to 6 months within North Somerset Council.
• Coastal Towns Route (Uphill Road North): Most feasibility, surveys and permissions have been completed in 17/18. With the use of previous LGF funding, North Somerset Council has obtained ecological and arboricultural surveys, completed detailed design,
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applied for planning permission and negotiated a fee for land from Weston Golf Course at Royal Sands. 5.6 Service Diversions
The Sustainable Transport Package 18/21 programme of measures will primarily be delivered within existing highway boundaries and any requirement for utility diversions, power supply and other similar measure will be relatively minor in nature, and/or manageable within the overall context of the programme.
5.7 Engagement and Consultation
Through the wide-ranging Travel WEST and LSTF programmes, strong partnerships have been developed across North Somerset with businesses, voluntary and public sectors and with transport operators and stakeholder groups, with particular emphasis to partnerships formed through the recent Access Fund delivery. These have been effective in sharing the ownership and outcomes from our investment in improved transport infrastructure and services. The importance of continuing this cooperation into the implementation of the Sustainable Transport Package 18/21 project is clear to ensure that the outcome from the investment, in the form of increased sustainable travel is realised.
In proportion to the relative size of the programme for 18/21, for instance an individual bid from North Somerset, communications relating to Sustainable Transport Package 18/21 will still aim to ensure that all stakeholders: •Know what the project will do for them and for sustainable transport in North Somerset as a whole; and •Feel positive about what the package will do for North Somerset businesses and partners
A stakeholder engagement plan will be drawn up for specific communication issues around individual projects. Communications and consultation will be carried out at project, rather than programme level. Stakeholder management identifies stakeholders and various means of winning and gaining their support. This differentiates stakeholder engagement from general communications that seek to issue a message (inform) or influence groups to change habits around travel modes. For Sustainable Transport Package 18/21 the following broad categories of stakeholder have been identified:
•Decision Makers – elected Members, funders and officers who are all involved in decision making on the scheme or preparatory work for decision making.
•Local Enterprise Partnership – businesses are key beneficiaries of an improved transport system and can play a key role in forming opinions of other stakeholders.
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•Statutory Bodies – organisations with whom the authorities have an obligation to consult, including utility companies, emergency services and environmental groups.
•Sub-regional stakeholders –organisations and groups which have an interest in the economic, social well-being and development of the sub-region and the impacts Sustainable Transport Package 18/21 may have.
•Special interest groups – identified groups who have particular interest related to the scheme such as transport or the environment and who are not statutory consultees.
•Industry groups – organisations which have an interest in transport in the area.
•Public and local residents – members of the public in general including residents within the catchment and employers, shops, health and leisure facilities etc.
Drawing upon our experience from other transport schemes, we will map (see diagram below) the power and interest of stakeholders including those described above in order to inform and tailor our stakeholder engagement approach. The Joint West of England websites www.travelwest.info and www.betterbybike.info will be used to disseminate information and engage residents and businesses.
5.8 Project Assurance
The project assurance for the Sustainable Transport Package 18/21 programme will be undertaken by North Somerset, using their own internal project management processes, with overall scrutiny being undertaken by the LEP through standard programme reporting using highlight reports.
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5.9 Monitoring and Evaluation
Monitoring of the schemes within the Sustainable Transport Package 18/21 programme will be undertaken by North Somerset Council as part of the already established monitoring and evaluation process.
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1. Scheme background and context The Sustainable Transport Package 18/21 will deliver jobs and growth in North Somerset by providing high-quality connections to, and between our key urban areas. With major investment being made in local rail and bus through the MetroWest and MetroBus schemes, this programme focusses in on the local-level pinch points that exist within the transport network: improving walking and cycling links, giving greater priority to public transport and creating high quality public spaces that will encourage retail and tourism activity. The programme focuses on sustainable transport as a key driver of growth, recognising that in North Somerset and the surrounding area it is often costly and impractical to ‘build in’ extra road capacity.
The Sustainable Transport Package 18/21 will help the region meet the core objectives of the Joint Local Transport Plan which include: • Stimulating Growth in Enterprise Areas; • Promoting Connected and Thriving Centres, and; • Supporting Transitions to Low Carbon Lifestyles. The capital grant will supplement investment in sustainable transport measures being made by North Somerset, local businesses, transport operators and developers. North Somerset will use its extensive experience of delivering projects to ensure that the programme is completed on time and to budget, while offering excellent value for money.
The total programme value is £2.225m, of which £1.75m capital grant is sought from the Local Growth Fund over 2018/19-2020/21. Works will start onsite from Autumn 2018 if we are successful, with a completion date of December 2020. The key milestones completion dates are summarised below:
Coastal Towns Cycle Route: Uphill Road North - ( Milestone completion dates Baseline month/year Actual completion Baseline monitoring July & Sept 18 Sept 18 Planning Application Submission March 18 May 18 Planning Permission June 18 June 18 Final Land Negotiation July 18 Oct 18 Detailed Design Complete N/A Stakeholder Engagement Sept 18 Sept 18 Consultation Oct 18 Oct 18 Tree Felling Nov 18 Nov 18 Mitigation Tree Planting April 19 April 19 Procurement Oct 18 Nov 18 Site clearance Dec 18 Dec 18 Construction Jan 19 April 19 Monitoring installation (ATC’S) May 19 May 19 Evaluation Oct 19 Jan 21
Weston-super-Mare Regeneration: South Parade Milestone completion dates Baseline month/year Actual completion Baseline monitoring July & Sept 18 Sept 18 Planning Application Submission Feb 18 Aug 18 Planning Permission Sept 18 Sept 18 Final Land Negotiation May 18 Oct 18 Detailed Design Sept 18 Dec 18 Stakeholder Engagement Jan 19 Feb 19 Consultation Mar 19 April 19
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TRO Jan 19 July 19 Procurement Aug 19 Oct 19 Site clearance Dec 19 Dec 19 Construction Jan 19 May 20 Monitoring/counts July 19 Sept 19 Evaluation Oct 19 Jan 21
Weston-super-Mare Regeneration: Regent Street Milestone completion dates Baseline month/year Actual completion Baseline monitoring July & Sept 18 Sept 18 Detailed Design Sept 18 Dec 18 Stakeholder Engagement Jan 19 Feb 19 Consultation Mar 19 April 18 TRO Jan 19 July 19 Procurement Oct 19 Dec 19 Site clearance Jan 20 Feb 20 Construction Feb 20 June 20 Post monitoring/counts Jul 20 & 21 Sept 20 & 21 Evaluation Oct 20 Jan 21
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Logic Model
Context and Rationale The LGF 18/21 programme will assist the delivery of corporate priorities, such as Weston Town Centre regeneration and the Coastal Towns Cycle Route, as outlined in the Director Annual Statement for Development & Environment (D&E) and corporate plan. The Weston Town Centre regeneration project comprises improvements to South Parade and Regent Street. The South Parade improvements include better pedestrian and cycling provision, realigning the existing road layout and bus stop improvements. Regent Street is a similar corridor improvement scheme and will see higher quality public realm and improvements in bus journey times, along with more consistent provision for walking and cycling. The Coastal Towns Cycle Route improvements relate to delivering cycle route along the A370 on Uphill Road North, connecting Weston-super-Mare to Uphill village. It also encompasses improvements to Marine Parade to the North, where it connects to the promenade and Uphill Road South to the South of Weston Golf Course. The projects are aligned with the emerging vision for Weston-super-Mare as outlined in the ‘Prospectus for Change’ document and a new SPD and masterplan, adopted in 2017. The ethos of these documents are ‘Living Learning Lifestyles’, aiming to create the right prerequisites for new job creation and a higher education offer based on the business and the legal sector to enhance opportunities for young people long term. In addition, offering interesting attractions, healthy activities and delivering high quality places to visit for its local population and tourists. This will ensure Weston-super-Mare is well placed to capitalise as people seek high quality, affordable places to live and activities to undertake within the West of England area. All projects included within the programme contribute to enabling these aims within Weston-super-Mare. They also contribute to the wider objectives outlined in the Joint Local Transport Plan 2011-26, the emerging Joint Local Transport Plan (4) and Strategic Economic Plan.
In terms of rationale, the transport enhancements will provide open access to infrastructure forming part of the local highway, public transport and cycling networks. North Somerset Council are the only body able and willing to provide this infrastructure. Whilst some of the schemes will provide a lever for securing complementary developer contributions, they cannot be wholly funded through these means and intervention and further funding is required.
Objectives Resources/ Input Activities Outputs Direct & Indirect Outcomes Impact The aims/ objectives of the scheme are: In order to achieve the set of activities to In order to address the aims and objectives We expect that, once accomplished these We expect that if accomplished these We expect that if accomplished these (Ensure that all aims/objectives are fulfil these aims/ objectives we need the we will accomplish the following activities: activities will produce the following outputs will lead to the following change activities will lead to the following changes SMART) following: (What will the money be used for? e.g. deliverables: e.g. new products or services, skills, in service, organisation or community: (Resources should not be limited to money construction, project management, (Provide measurable outputs e.g. length of behaviour, new business/contracts, etc.: (quantitative economic impacts e.g. e.g. grant, match funding, in-kind, project equipment/fit out, etc.): new road/cycle path, m2 of space (Ensure that all outcomes are SMART and indirect jobs and/or GVA to be cross- team, specialist support, etc. The inputs constructed/refurbished, number of relevant to the aims/objectives to allow for referenced with FBC as appropriate) define the scope of the project being businesses supported, learners engaged, attribution; distinguish between direct and considered in the logic model) etc.) indirect outcomes) • Enhance connectivity • Total funding of £2.225 million, • The funding of £2.225 million will be • 1.3 km of shared use cycle/foot way • Increased number of active mode • 142 additional cycle journeys along • Job creation sourced from: split between projects as follows: at Uphill Link as part of CTCR, to trips (more walking/cycling) CTCR. This will contribute to improved • Mode shift/increased active modes - LGF: 1.75 million; - £1.625 million for Weston Town enhance connectivity. This will be 4m • Job creation within the quality of life/health objectives. • Improved quality of life/health - Match Funding (LTP): £475,000 Centre Regeneration; and, wide and include moving services leisure/tourism-related and retail • 71 additional pedestrian journeys per • Enhanced built environment and • Land swap between The Royal Hotel - £600,000 for CTCR such as lamp columns, tree felling sectors. day along CTCR. This will contribute to facilitation of housing and NSC to secure the Spider Lane Link • In total, 15% of projected eligible works, mitigation tree planting, • Increased economic activity and improved quality of life/health for future widening. Land negotiations expenditure will be used to cover fencing, badger fencing, amendments output in Weston Town Centre objectives are reaching final stages. internal staff costs and related to a bus stop and land purchase; • Increased connectivity between Uphill 26 FTEs in the construction stage, of • Specialist ongoing consultant support overheads. This will amount to • Public realm improvementand built and Weston Town Centre, including which: for detailed design and other works between £262,500 (capital recharge of environment enhancements along links to Weston College and Weston - 14 are direct, 12 are indirect • and construction contractors. LGF funding only) and £333,750 South Parade resulting in the General Hospital. - 6 are realised as part of CTCR (capital recharge of full amount). following outputs: • Enhanced built environment and - 20 are realised as part of Weston • For Weston Town Centre - High quality granite paving to support for housing development in Town Centre Regeneration, activities will include match Town Square: approx. Weston-super-Mare urban area • £900k GVA in the construction stage, high quality public realm 1,700 sq. m of which: improvements throughout the - Conservation kerbing: approx. 250 - £488k is direct £415k is indirect pedestrianised areas in the South m - £217k is realised as part of CTCR Parade and Regent Street area(s), - Carriageway resurfacing: approx. - £686k is realised as part of improved public transport provision 1,540 sq. m Weston Town Centre
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and road reallocation will allow for • Public realm improvements built • 51.6 FTEs in the operational stage, better walking and cycling provision environment enhancements along related to increased expenditure in • For CTCR, activities will include Regent Street resulting in the Weston-super-Mare town centre and delivery of a shared use path following outputs: along the CTCR, of which: adjacent to the carriageway, by - 1450 sq. m high quality granite - 3.3 are created as part of CTCR widening the adopted highway in to paving to match Princess Royal - 48.3 are created as part of Weston Royal Sands Golf Course Square Town Centre - 375m of conservation kerbing • £6.8 million GVA in the operational - 800 sq. m of high quality stage, of which: carriageway paving to match - £490k is realised as part of CTCR Princess Royal Square - £6.3 million is realised as part of Weston Town Centre - 17 dwellings enabled per annum, amounting to 156 total dwellings by the end of the Local Plan period (9 years between 2018 and 2026 [inclusive]).
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3. Evaluation design and methodologies Key Evaluation Questions 1. Have outputs been delivered?
2. Have measurable direct and indirect outcomes been achieved including:
• Increase in walking and cycling rates (Automatic Traffic Counts and enumerator surveys, census data) • Increase in sustainable modes of transport for employer beneficiaries (big commuter count/ travel surveys) • Uplift in GVA and jobs in the construction and operation stage (economic development data sets, beneficiary surveys and interviews with key stakeholders [e.g. town centre businesses and business leaders in Weston- super-Mare]) • Have any un-anticipated outcomes been achieved? (for instance, lowering of pedestrian road safety collision rates on Uphill Road North) • What lessons have been learned about programme delivery, for instance considering: stakeholder, partner and beneficiary feedback? (How do actively engage our partners and obtain buy in, streamline permissions, consultation, ensure we meet milestones and limit risk on future schemes)
Evaluation Methodology
Process – Scheme development via West of England programme management, engagement with stakeholders and lessons learned.
Combination of outcome and impact - by capturing the metrics on an annual basis via surveys and traffic counts. For instance:
Jobs and GVA uplift: estimated using project spend in line with ‘Impact Guidance Note: A guide to estimating economic impact for infrastructure projects in the West of England’. Periodic review of ONS employment data for key industries expected to be affected by the project (e.g. retail, tourism-based). Indication of attribution of economic impacts to the project via targeted interviews with local business stakeholders and representatives. Walking and Cycling uplift: - measured using traffic count (and where linkages can be made) annual Travel to Work survey data, intercept surveys to determine attribution of walking and cycling to the specific projects Increase in sustainable mode share of employees supported by grant: - measured through annual ‘Travel to Work’ survey data Housing Impacts: will be gauged using housing completion rates recorded against trajectory set out in Local Plan; attribution to the project gleaned from targeted surveys with housebuilders/industry representatives to establish the role that the project played in boosting developer confidence and sentiment, leading to delivery of residential development.
The audience Below are examples of evaluation reports and medium of communication: LEP Board: - Quarterly Reports, Yr 1 and 3 evaluation reports Members: - Yr 1 and 3 evaluation reports Public: - Yr 1 and 3 evaluation reports Published at: https://travelwest.info/projects
Main external beneficiaries from STP 18/21 include: Public (as a whole, including increasing access for the disabled) Pedestrians (most residents and visitors are likely to use the public realm areas of South Parade and Regent Street, as either side of the High Street and main link from Weston Pier to the High Street) Cyclists (both existing and new cyclists created through improvements using the Coastal Towns Cycle Route/Brean Down Way)
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Commuters: Anyone travelling to work in Weston-super-Mare town centre from the South of W-s-M, or students or employees of Weston college, Weston hospital (travel to work surveys) Businesses: Less absenteeism, fitter, healthier staff using active modes (national data sets) 4. Data requirements 4.1 For schemes fully or part-funded via the Local Growth Fund only • Relevant performance indicators will be provided for each scheme when a draft logic model is shared at, or prior to, submission of a Full Business Case for approval.
Metric Unit Frequency Data Source Baseline Reporting (& Date to? Responsibility) Inputs Expenditure £ by Quarterly Supplier FBC at LEP Capital Total source invoices approval Highlight 18/21 Quarterly stage Report: LGF capital Claims 25/04/18 Project £1.75m Programme governance Manager Funding £ by Quarterly Contracts and FBC at LEP breakdown source agreements with approval Highlight (private/public funding bodies– stage Report: match) Programme 25/04/18 Project Manager governance £475,000 LTP match Outputs Type of km B/A UA Lead FBC at LEP infrastructure Project approval Highlight – walking & Manager stage Report: cycling reporting to 25/04/18 Project Programme governance Manager Type of sq.m B/A UA Lead infrastructure Project FBC at LEP – public Manager approval Highlight realm reporting to stage Report: Programme 25/04/18 Project Manager governance
Type of sq.m B/A UA Lead FBC at LEP infrastructure Project approval Highlight – public Manager stage Report: realm reporting to 25/04/18 Project Programme governance
Manager
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Metric Unit Frequency Data Source Baseline Reporting (& Date To? responsibility)
Outcomes and Impacts Direct and FTE’s Quarterly Supplier FBC Year 1 and indirect GVA invoices Approval 3 benefits during Uplift Quarterly 25/04/18 evaluation the Grant Claims reports construction stage Programme amounting to Manager approx. 26 FTEs and £900k in GVA. Direct and FTE’s Annual ONS FBC Year 1 and indirect GVA Employment Approval 3 benefits during Uplift Data by 25/04/18 evaluation the operational Sectors reports stage amounting to (Business approx. Register and 51.6 FTEs and Employment £6.8m GVA Survey); uplift Targeted interviews with key town centre and economic development stakeholders; Programme Manager Estimated 10- N/A Annual after Traffic counts 10/2018 Year 1 & 3 100% higher construction/opening and/or travel evaluation number of to work survey reports trips for NSC Project walking and Manager/ cycling with Programme new Manager ped/cycle infrastructure 17 dwellings New Annual Local Plan FBC Year 1 and enabled per dwellings monitoring Approval 3 annum, reports NSC 25/04/18 evaluation amounting to Project reports 156 total dwellings by Manager/ the end of the Programme Local Plan Manager
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period (9 years between 2018 and 2026 [inclusive]).
4.2 Data collection methods
1. FTE’s and GVA: – for construction stage impacts established through project spend in reference to job and GVA benchmarks in: ‘Impact Guidance Note: A guide to estimating economic impact for infrastructure projects in the West of England’. Also determined through discussion with industry stakeholders. For operational stage impacts, periodic monitoring of employment (by sectors) using Business Register and Employment Survey. Attribution of impacts to the project via targeted interviews and discussion with industry leaders and stakeholders, to determine the role/importance of the project in unlocking economic development. 2. Walking/Cycling uplift: - measured using traffic count (and where linkages can be made) annual Travel to Work survey data. Baseline captured onsite in Aug 2018 with follow up count in Aug 2019. Potential for, intercept surveys to be utilised to determine attribution of walking and cycling to the specific projects. 3. Increase in sustainable mode share of employees supported by grant: - measured through annual Travel to Work survey data. Baseline March 2019 with follow up in March 2020 • Provide an overview of the data collection approaches including timing and frequency of data collection.
• Describe links with other monitoring activities where relevant. Complimentary activities: Station Environs/Alexandra Parade monitoring programme (customer satisfaction, sq. m of public realm, bus journey time savings, jobs, growth) and Joint Local Transport Plan mode counts (annual). • Where appropriate, provide maps showing the spatial coverage of the data collection.
4.3 Data collection and establishing the baseline • Refer to the scheme logic model to help structure the baseline data collection and reporting activities.
Metric Unit Frequency Data source Baseline Reporting to? (Inc. Target) (& Responsibility) date Inputs e.g. Expenditure £, by Quarterly Supplier invoices; FBC at full Highlight source Quarterly grant claims approval on report; – Finance Officer Project governance
Outputs Public Realm m2 B/A Detailed design plans FBC at full LEP highlight – Main building approval on report; contractor 25/04/18 Project governance Type of infrastructure km B/A UA project lead FBC at full LEP highlight delivered – reporting to approval on report; walking/cycle path Programme Manager 25/04/18 Project governance
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Type of investment £ by B/A UA project lead FBC at full harnessed – match source reporting to approval on funding through Programme Manager 25/04/18 match-funded grant programme Outcomes and impacts e.g. Jobs connected to FTEs Quarterly Direct FTE numbers FBC at full Yr1 and Yr3 the intervention – 51.6 for from construction approval on evaluation gross additional direct construction contractors for 25/04/18 reports jobs by 2021 and 21 stage construction stage indirect jobs (post- impacts; impacts. ONS delivery), 45.7 Annual for Employment Data construction jobs. operational by Sectors (Business stage Register and impacts Employment Survey); Targeted interviews with key town centre and economic development stakeholders for operational stage impacts
Estimates of indirect jobs created using economic impact toolkit – Project Manager Homes – 17 per annum New B/A Local Plan FBC at full Yr1 and Yr3 (156 in total) dwellings monitoring reports approval on evaluation NSC Project 25/04/18 reports Manager/ Programme Manager; Discussion with House Builders/industry leaders/Home Builders Federation to determine attribution of impacts to project.
Design for public realm schemes •Produce and supply 2 detailed designs for public realm projects Cycle/ped schemes •Total of 1.3km of new/improved cycle/shared path, supply detailed design drawings
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5. Delivery plan
M&E Plan Year 1 Year 2 Year 3 Activity Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Quarterly Grant Claims Highlight Reports Walking & cycling baseline figures and traffic counts/ follow up counts Travel to work survey and follow up counts Year 1 Evaluation Report Year 3 Evaluation Report
6. Resourcing and Governance
Given the relatively small-scale nature of the projects, the budget for monitoring has been built into scheme costs. For walking and cycling (automatic traffic counters) counts a sum of £1,200 per counter has been identified. This equates to only one counter for Uphill Road North and any follow up monitoring/ data will be included for the period of the award. It is envisaged we will conduct 3 manual counts for baseline purposes these will be £300 each.
The resource budget for M&E has been built into the allocation for scheme project management and estimated at 4 days. Regular communication between the SRO and UA project leads will ensure that data is provided to meet any LEP deadlines. The quality checking of this data will be undertaken by the Project Manager and SRO.
Named M&E contact: Frankie Mann, Sustainable Transport Package 18/21 Project Manager, North Somerset Council, Castlewood, Clevedon, BS21 6FW Tel: 01275 888904 Email: frankie.mann@n- somerset.gov.uk 7. Dissemination
The evaluation will be used to improve future investment in sustainable transport. The impact and experience of users will inform future design and delivery of interventions. It will help inform and support the research on impacts both (positive and negative) on the needs of diverse groups.
The evaluation will be shared with elected members, interested stakeholders, and staff within each delivery authority as well as the funding body to ensure that the impact and outcome of the funding
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can be demonstrated to future decision makers. This could be through disseminating evaluation reports, presentations or site visits to see the success of the schemes outcomes. The evaluation will also present case studies for any similar future interventions within other communities within North Somerset or the West of England.
Appendices: • Appendix 1: Maps/Plans • Appendix 2: Equality & Diversity Impact Assessment & Plan • Appendix 3: References • Appendix 4: Qualitative Scheme Information • Appendix 5: GVA Assessment of Schemes
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• Appendix 6: Delivery Plan • Appendix 7: Risk Register • Appendix 8: North Somerset Council Housing figures to 2036
Appendix 1. Maps/Plans Location Maps, W-s-M SPD Plans including Masterplan (Preliminary and detailed design drawings are attached to FBC submission email)
Figure 1. Coastal Towns Cycle Route: Uphill Road North
Figure 2. Weston-super-Mare Regeneration schemes: South Parade & Regent Street
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Figure 3/4/5/6. W-s-M Pedestrian & Cycle Movement, Public Realm & Masterplan maps
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Appendix 2 - Equality and Diversity Impact Assessment and Plan Introduction The over-arching message communicated via the West of England Vision 2030 is that of an “Economic Region Built on Success and Delivering Success”.
Underpinning the Vision are five Strategic Objectives:- 1. Create the right conditions for business to thrive. Give confidence and certainty to our investors to attract and retain investment to stimulate and incentivise growth. 2. Enhance & protect our natural & built environmental assets to build our resilience to climate change. 3. Create places where people want to live and work, through delivery of essential infrastructure including transport and housing to unlock suitable locations for economic growth. 4. Shape the local workforce to provide people with skills that businesses need to succeed and that will provide them with job opportunities. 5. Ensure all our communities share in the prosperity, health and well-being and reduce the inequality gap. The Sustainable Transport Package 18/21 project has a role to play in the delivery of each of these strategic objectives, and in particular, objective 3 aligns with the core aims of the Sustainable Transport Package 18/21 programme.
Sustainable Transport Package 18/21 recognises that delivering excellence in Equality & Diversity is intrinsically linked to the successful achievement of the WoE 2030 Vision and as such we have set out a carefully considered action plan, the delivery of which will ensure our work has maximum impact on the achievement of the strategic objectives and ultimately the realisation of the 2030 Vision.
Equality & Diversity and the Sustainable Transport Package 18/21 Programme The central principle of the project concerns increasing the accessibility of sustainable travel which is critical in supporting growth in North Somerset where we expect to see up to 7,000 new jobs by 2036. Existing road conditions are a barrier to many people choosing to walk and cycle where there is a need to make improvements to facilitate safe independent mobility for all and not just for those able to cope with high levels of traffic. In addition, by providing improved facilities for walking and cycling, the schemes will enhance the health of the local population by promoting active modes of travel. The benefits will be realised by employers, who will have a healthier, fitter workforce with a reduction in absence through sickness, and by the Health Authorities, through reduced demand on healthcare services arising from a healthier population.
In respect of equality and diversity, the central principles relating to the Sustainable Transport Package 18/21 project are:
1. Ensuring accessible sustainable travel modes are in place; 2. Encouraging more cycling and walking by those who are already more likely to use these methods (e.g. Males); Encouraging those who are less likely to use these methods to travel (e.g. Females). 4. Encouraging active travel from 8-80 years old, addressing any age-related equality and diversity by designing public realm and cycle infrastructure that is fit for purpose for all 5. Taking approaches which are tailored to the needs of diverse groups in society is critical in ensuring that the number of people using sustainable modes of travel is maximised. This also contributes to the identified strategic objective and drivers of growth as stated above and within the below table. There is a valuable evidence base from which the project has drawn key equality & diversity related information as shown below:
Gender Improved cycling infrastructure through bicycle paths and lanes that provide a high degree of separation from motor traffic is likely to be important for increasing levels of cycling amongst under-represented population groups, such as womeni.
Children & Young People Independent mobility appears to be an important independent determinant of weekday physical activity for both boys and girls. Physical activity and factors such as independent mobility are likely to be influenced by the type of neighbourhood (housing density, land use mix, available green space) as well as perceptions of
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neighbourhood. Parents may be much more likely to allow independent mobility if they perceive their environment to be safe and traffic density to be lowii. With age-focused interventions, built green spaces, better traffic regulation, safe bike lanes and lit streets also having an impact on more independent mobility among childreniii.
There is a significant positive relationship between physical activity, improved cognitive performance and academic achievementiv. Research has found a possible link between traffic-related air pollution outside people’s homes and the onset of asthma in children during the first eight years of life. Higher levels of nitrogen dioxide, PM2.5 and soot (generated by greater traffic volumes) were more likely to be recorded at the homes of those children who developed asthma and asthma symptomsv.
Cycle training is valuable in terms of cycling safety skills, this is supported by North Somerset’s Bikeability programme and the Access Fund smarter measures, which support the LGF capital infrastructure projects. However, other strategies are needed when promoting cycling to school such as training with a focus more on real cycling experiences, so that children are able to deal with traffic on school journeys, and on providing educational support to ensure safe journeys to schoolvi.
Research has shown that far more English children were accompanied by an adult on the journey home from school in 2010 than in 1971. In 1971, 86 per cent of the parents of primary school children surveyed said that their children were allowed to travel home from school alone. By 1990, this had dropped markedly to 35 per cent, and there was a further drop to 25 per cent being allowed to do so in 2010. In 2010, in England there was a marked increase in adult accompaniment on non-school journeys, with 62 per cent of the journeys in 2010 being accompanied, compared to 41 per cent in 1971vii.
Older Age The intensity of physical effort during cycling on an electrically assisted bicycle is sufficiently high enough to contribute to the physical activity guidelines for moderate-intensity health-enhancing physical activity for adultsviii. ‘E-bikes’ have been found to provide new opportunities for people who would not otherwise consider cycling, with e-biking accounting for one third of all cycling kilometres travelled by adults aged 65 and aboveix. The risk of increasing falls among a largely sedentary older population can be reduced through physical activity. Walking, as the most readily available physical activity, can contribute to the prevention of falls through maintaining or increasing leg muscle and bone strengthx. Walking is also a key means through which many people can reduce their risk of premature deathxi.
Cycling is a form of physical activity with particular benefits for older people. It is non-weight bearing and therefore has less impact on the joints than jogging or other running sports, and several studies of disease causation have shown significant risk reduction for all-cause and cancer mortality, cardiovascular disease, colon and breast cancer, and obesity morbidity in middle-aged and elderly cyclistsxii. Cycling may also contribute to improved quality of life for older people, by enhancing social networks and building empowerment, and can be incorporated easily into a daily routine. Successful methods used to promote cycling to older people include: age-targeted cycling skills courses (Silver Cyclists, LifecycleUK), encouragement for Bicycle User Groups to reach out to older people, widespread availability of cycling maps, advertising the multiple benefits of cycling and continued improvement to cycle paths. Fear of cars and other motorised traffic is a strong barrier to cycling across all age groups so investment in infrastructure should also have benefits across the populationxiii.
Disability (including mental health) Psychologists have long recognised the potentially detrimental effect of the commute. Most studies of the commute and stress find that active travel, followed by public transport use are the least stressful modes and that active travel is often reported as a positive experience in terms of stress managementxiv. The intensity of physical effort during cycling on an electrically assisted bicycle is sufficiently high to contribute to the physical activity guidelines for moderate-intensity health-enhancing physical activity for adultsxv.
There are more accessible options for cycling today than ever before. These include hand cycles, trikes, wheelchair friendly cycles, side-by-side cycles, one up one down cycles, recumbents, tandems and steer from rear tandems. As such there is large potential for promoting facilities and options which are suitable for a wide
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range of impairment types. All walking and cycling infrastructure in North Somerset will be built with accessibility for all as the primary consideration.
Safety Research has noted that there would be substantial implications of a policy approach which seeks to mitigate barriers to walking and cycling so that (door to door) networks can be travelled on foot or bicycle without disproportionate riskxvi. This is important information in respect of promotion to females, younger and older people. Evidence also informs us that design principles and good management can address conflicts that can occur within shared spaces (e.g. cyclists and pedestrians). This is important information in respect of promotion for disabled people and both younger and older people.
Parental perception of safety has an impact on whether children are allowed to travel independently to school, with high neighbourhood walkability, high land use mix accessibility and high neighbourhood safety being associated with higher levels of active transport to school in childrenxvii.
Economic Benefit Economic analysis of cycling interventions suggests that the average benefit per additional cyclist is £590 per year, and that small increases in cycling numbers can justify investment in new cycling infrastructure principally due to the health benefits which accruexviii. Use of new cycling and walking infrastructure may not see immediate net growth in active travel (attracting existing trips) but net growth has been demonstrated to increase within a couple of years –‘build it and they will come’xix.
There is a higher cost to employers from absenteeism and potentially even greater costs from ‘presenteeism’ (those attending work whilst suffering from illness or injury). Increasing physical activity through active travel opportunities and activities during the work day are highly likely to be cost effective in improving healthxx.
Within schemes, there is also an identified benefit in relation to tourism. Using the principle that diverse groups have diverse needs and promoting opportunities accordingly has the potential to maximise usage amongst visitors to our areas. This is particularly relevant for Weston-super-Mare with over 7 million visitors per annum.
Health The most substantive epidemiological study to date was carried out in Copenhagen involving 13,375 women and 17,265 men aged 20-93 who were randomly selected from a population of 90,000 living in central Copenhagenxxi. Of this cohort, 14,976 cycled regularly to work, for about three hours per week on average.
The researchers concluded that: “Even after adjustments for other risk factors, including leisure time activity, those who did not cycle to work experienced a 39% higher mortality rate than those who did.” This is a very important finding. It provides direct evidence from a large scale study that regular cyclists are likely to have a lower risk of death compared to non-cyclists, irrespective of other physical activity they do. Additionally, later analysis has shown higher death rates among those who reduced their level of cycling compared to those who continue to cyclexxii.
Walking is the most basic form of physical activity humans can undertake to maintain good health. A key paper setting out the benefits of walking was published in 1997 and remains an important resource for walking promotionxxiii. This sets out that regular walking reduces the risk of cardiovascular and respiratory diseases, type 2 diabetes, some cancers, deaths from all causes, and helps to counter depression and maintain mental wellbeing.
Countries with the highest levels of active travel generally have the lowest obesity ratesxxiv. Mixed use developments, at high density, with good connectivity for walking and cycling significantly affects body weight and reduces the risk of weight gainxxv. The order of the difference in fitness in favour of cyclists is equivalent to that enjoyed by being five years younger (cycling in general) or up to 10 years younger (for regular cyclists)xxvi.
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A growing body of research reveals that road transport noise can cause sleep disturbance, cardiovascular disease, elevated hormone levels, psychological problems and even premature death; studies on children have identified cognitive impairment, worsened behaviour and diminished quality of life. People with existing mental or physical health problems are the most likely to be sensitive to traffic noise. Fifty-five per cent of those living in urban areas with more than 250 000 inhabitants in the EU - almost 67 million people - endure daily road noise levels above the lower EU benchmark for excess exposurexxvii.
Where infrastructure improvements are seen to make cycling safe from cars, the level of cycling has been shown to rise from 9% to 39%, with the primary benefits felt by racial-ethnic groups who have a higher rate of chronic disease and those who currently feel least safe cyclingxxviii.
As a result of the analysis of the messages emerging from the SEP Equality & Diversity Impact Assessment, and our specific research, we have set our objectives for equality & diversity which will accelerate the successful delivery of the Sustainable Transport Package 18/21 programme.
Our Aim, Objectives and Actions Aim Our overall aim is to ensure that within all of our work, equality & diversity principles and values are applied, and actions proactively taken forward which contribute to the maximisation of our success in delivering and promoting sustainable travel options.
Objectives and Actions Key Actions Intended Impact To ensure that our extensive research portfolio is utilised to enhance the attractiveness of schemes. We will conduct a review of the schemes to ensure that all research is taken account of during scheme design. Features that meet the needs of and attract diverse groups are planned for from the earliest stages. To promote schemes pre and post builds, ensuring that the needs of diverse groups are targeted (as highlighted via our equality & diversity related research above).
As part of the consultation of schemes we will tailor our engagement and promotion activity with: •Businesses •Leisure sector •Communities •Schools to deliver key motivating messages to target groups as identified within our research. Maximised usage by all, in particular identified target groups, through the delivery of messages that motivate and are relevant to the needs of diverse groups. The above objectives will be continuously monitored in order to gauge both progress and the impact of these actions on the achievement of our project objectives.
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Appendix 3: References i Jarrard, J., Rose, G., Kai Lo, S. 2008 Promoting transportation cycling for women: The role of bicycle infrastructure, Preventive Medicine: 46(1): 55-59. ii Page, A. et al, 2009 Independent mobility in relation to weekday and weekend physical activity in children aged 10-11 years: The PEACH project, International Journal of Behavioural Nutrition and Physical Activity, 6(2) Open Access. iii Garcia-Cervantes, L., et al. 2016 Physical Activity Co-participation and Independent Mobility as Correlates of Objectively Measured Non-school Physical Activity in Different School Grades: The UP&DOWN Study, Journal of Physical Activity and Health: 13, 747 -753. iv Sibley, B. Etnier, J. 2003 The relationship between physical activity and cognition in children: A meta-analysis, Paediatric Exercise Science, 15: 243-256. v Gehring, U., Wijga, A.H., Brauer, M. et al. 2010 Traffic-related Air Pollution and the Development of Asthma and Allergies during the First 8 Years of Life. American Journal of Respiratory and Critical Care Medicine, 181: 596-603. vi Adrian Davis, 02/05/14, Essential Evidence on a page: No.120 Effects of a cycle training course on children’s cycling skills and cycle use. vii Ben Shaw et al. 1990 Children’s independent mobility: a comparative study in England and Germany (1971 to 2010). Policy Studies Institute. viii Simons, M., Van Es, E., Hendriksen, I. 2009 Electrically assisted Cycling: A new mode for meeting physical activity guidelines? Medicine and Science in Sports and Exercise, 2097-2102. ix Jones, T., Harms, L., Heinen, E., 2016 Motives, perceptions and experiences of electric bicycle owners and implications for health, wellbeing and mobility, Journal of Transport Geography, 53, 41-49 x Chang, T. et al, 2004 Interventions for the prevention of falls in older adults: systematic review and meta- analysis of randomised clinical trials, British Medical Journal, 328. xi Moore, S. et al 2012 Leisure Time Physical Activity of Moderate to Vigorous Intensity and Mortality: A Large Pooled Cohort Analysis, PLOS Medicine, 9:11: e1001335. xii Carlos A Celis-Morales and associates. 2017. Association between active commuting and incident cardiovascular disease (CVD), cancer, and mortality: prospective cohort study. xiii Zander, A., et al, 2013 Joy, exercise, enjoyment, getting out: A qualitative study of older people’s experience of cycling in Sydney, Australia, Journal of Environmental and Public Health. xiv Gatersleben, B., Uzzle, D. 2007 Affective Appraisals of the Daily Commute. Comparing Perceptions of Drivers, Cyclists, Walkers, and Users of Public Transport, Environment and Behaviour, 39(3): 416 431. xv Simons, M., Van Es, E., Hendriksen, I. 2009 Electrically assisted Cycling: A new mode for meeting physical activity guidelines? Medicine and Science in Sports and Exercise, 2097-2102. xvi Mullen, C., Tight, M., Whiteing, A., Jopson, A. 2014 Knowing their place on the roads: What would equality mean for walking and cycling? Transportation Research Part A, 61: 238-248.
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Xvii De Meester, D., Van Dyck, D., De Bourdeaudhuij, I., Cardon, G., 2014 Parental perceived neighbourhood attributes: associations with active transport and physical activity among 10–12 year-old children and the mediating role of independent mobility. BMC Public Health: 14, 631. xviii Adrian Davis, 12/06/09, Essential Evidence on a page: No.24 “Economic Benefits of Cycling”. xix Goodman, R., Sahlqvist, S., Ogilvie, D. on behalf of iConnect Consortium, 2014 New walking and cycling routes and increased physical activity: One & 2 year findings from the UK iConnect Study, American Journal of Public Health, 104:9. xx Main, C., Glozier, N. Wright, I. 2005 Validity of the HSE stress tool: an investigation within four organisations by the Corporate Health and Performance Group. Occupational Medicine, 55:208–214. xxi Andersen, L, B., Schnohr, P., Schroll, M., Hein, H. 2000 All-cause mortality associated with physical activity during leisure time, work, sports, and cycling to work, Archive of Internal Medicine, 160: 1621-1628. xxii Anderson, L.B. 2000 Personal communication, cited in Cavill, N. and Davis, A. 2007 Cycling and health. What’s the evidence? London: Cycling England. xxiii Morris, J., Hardman, A. 1997 Walking to health, Sports Medicine, 23(5): 306-332. xxiv Bassett, D., Pucher, J., Buehler, R., Thompson, D., Crouter, S. 2008 Walking, cycling, and obesity rates in Europe, North America and Australia, Journal of Physical Activity and Health, 5: 795-814. xxv Frank, L., Andresen, M., Schmid, T. 2004 Obesity relationships with community design, physical activity, and time spent in cars, American Journal of Preventive Medicine, 27(2): 87-96. xxvi Tuxworth, W., Nevill, A., White, C., Jenkins, C. 1986 Health, fitness, physical activity, and morbidity of middle aged male factory workers, British Journal of Industrial Medicine, 43: 733-753. xxvii Stansfeld, S., Haines M. 1997 Environmental noise and health: a review of non-auditory effects. In: IEH report on the non-auditory effects of noise. Leicester: Institute for Environment and Health. xxviii James, F., Sallis, A. et al. 2013 Environmental and demographic correlates of bicycling, Preventive Medicine 57 (5): 456–460. xxix Rajé F & Saffrey A, The Value of Cycling, page 5. University of Birmingham, DfT. xxx Coastal Towns Cycle Route (economic and sustainability case) 2015. Prepared for NSC by CH2M Hill Ltd. Includes BCR’s for all the missing links of the route.
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Appendix 4: Qualitative Economic Assessment of Schemes
Project Name North Somerset NSC01: Weston Town Centre Regeneration: South Parade and Regent Street: walking and cycling improvements
Location North Somerset
Brief Description Weston-super-Mare town centre regeneration is arguably North Somerset Council’s top economic and transport priority, along with the Enterprise Area at Junction 21 on the M5 corridor. The job creation objective set out in the Strategic Economic Plan (SEP) is to bring in 7,000 jobs by 2036 and provide 114 hectares of land for business to address the existing imbalance in Weston-super- Mare.
To further provide for this regeneration, Weston town centre plans to become:
• A major centre for urban living: - helping to grow and sustain new shopping, leisure and cultural activities • A learning hub recognised nationally as a centre for excellence for higher and further education, providing students and professionals with high quality study, accommodation and lifestyles, built around a new university campus • A place where living and learning will be the pillars that sustain a quality lifestyle for those who live in, work in or visit the town centre Development opportunities within both the Enterprise Area and Weston town centre itself have great potential to create local employment, which could remain unrealised unless the area’s transport infrastructure is fit for purpose, particularly through sustainable transport provision. With Dolphin Square development now open for business, and the Towns Square public realm complete, we are already seeing the start of the redevelopment and new job creation opportunities emerging. Weston Town Centre’s masterplan and recent supplementary planning document, which was adopted in 2017, outlines 3 key transport corridors into the town from the East to the centre and seafront in the West. Please see Appendix 1 plans. These include: -The Boulevard - North side of Towns Square, along South Parade and Knightstone Road, (North of town centre) -Regent Street, Alexandra Parade, Locking Road (central area) -Station Boulevard – Station Road, Carlton Street & Hildesheim Bridge (to the South) The Local Growth Fund bid for 2018/21 plans to complement the existing ‘Town Square, Weston- super-Mare’ business case by focusing on two of these corridors; South Parade on ‘The Boulevard’ corridor and Regent Street on the ‘Alexandra Parade and Locking Road’ corridor. This will realise aspirations for high quality public realm improvements throughout the pedestrianised areas in the South Parade and Regent Street area(s). Improved public transport provision and road reallocation will allow for better walking and cycling provision along South Parade and Regent Street. Initially, South Parade Phase 1 was planned for 2017/18 delivery but due to outstanding land negotiation with the Royal Hotel, North Somerset Council submitted a change request to
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project and programme board. North Somerset are now delivering the continuation of these public realm works along the Boulevard corridor. This will see improvements delivered further West of South Parade along Knightstone Rd within 2017/18. The Knightstone Road improvements include further road reallocation, a zebra crossing, new shared use provision and a new footway, and narrowing of a bell mouth junction to encompass further public realm improvements at Lower Church Road. Instead, we will see South Parade form part of the 2018/19 bid, whilst Knightstone Road is delivered.
Transport Case Currently access through the town centre area is of poor quality for walking, cycling and public transport, which has suffered from a lack of investment in public realm, hampered by non- existent sightlines, narrow or absent pavements and generally poor quality materials that combine to deter rather than attract footfall and investment.
The intention of the current South Parade scheme is to complement the improvement scheme in ‘Town Square’, in order to improve connectivity (physically and visually), upgrade the quality of the space, introducing features that will maximise the potential of the area as a key town centre destination and support and encourage investment from the surrounding shops and businesses. Improved open spaces help provide environmental, social and economic benefits and are therefore critical in terms of their contribution to town character, wayfinding, establishing a sense of arrival, encouraging active travel, local spend and allowing time to dwell and enjoy the outdoor space. Weston town centre has three main urban public spaces, one of which is the recently completed Town Square. The South Parade road reallocation will enhance these benefits further adding to the Town Square. This area is the focal point for the first phase of our ambitious public realm improvements. The Town Square and South Parade improvements will provide road reallocation, which will benefit walking and cycling by increasing the square meterage to the Northern aspect of the Towns Square area. The new South Parade road alignment would further benefit from widened footways using a consistent palette of materials, real time information, new bus stops, including raised bus kerb provision. South Parade is a part of a larger improvement and investment plan for Weston-super-Mare town centre, and as such these projects will be followed by further improvements within the vicinity. For instance, the widening of Spider Lane to the seafront situated to the West of Towns Square, ‘Station Boulevard’ and Alexandra Parade improvements to the South, which have recently been awarded NPIF funding. Some of these improvements will be forthcoming in future years.
As a part of the central transport corridor and public realm improvements, we are also focusing on Regent Street. Regent Street is currently the main pedestrian route to Princess Royal Square and Weston Pier, connecting the seafront to the high street at the heart of Weston-super-Mare. Currently it has narrow footways and cluttered parking provision, which means the space is of low quality, therefore not attracting visitors beyond the seafront area. North Somerset Council propose to upgrade this area to provide a shared surface on an ‘at-grade’ level, remove all parking and vehicular movements, allowing only public transport and walking and cycling, add a gateway feature, lower the speed limit to 10mph, and allow permit loading only outside core daytime hours.
Regent Street currently caters for over 10,000 pedestrian movements per day, but only has a low baseline for cycle journeys at under 200 movements per day. The proposal for Regent Street will
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increase cycle journeys and pedestrian movements further by banning general vehicular traffic and providing a wider shared space area, with tree planting, benches and cycle parking at key destinations. Bus movements will also benefit from increased journey time reliability, this area currently has a bus every 3 minutes during the day. Wider Economic Case Construction Phase: The scale of job creation during the construction phase is typically a function of project costs. The construction works expected between 2018/19 - 2020/21 and part funded through this LGF application are estimated to cost £1.625 million. Based on a benchmark of £90,000 of construction investment equating to 1 full-time equivalent (FTE) employee in the construction sector, the project could lead to the creation of 18.1 direct FTE jobs in the construction phase. Based on an expenditure to GVA ratio of 0.4, the project could also lead to direct GVA uplift of £650,000. Applying average employment and output multipliers of 1.85 generates an extra 15.3 indirect FTE jobs and £552,500 indirect GVA uplift in the construction stage. Operational Stage: The works part-funded through this 2018/19-2020/21 LGF application will complement public realm improvements outlined in the ‘Town Centre, Weston-super-Mare’ business case, as well as the wider works proposed for the Regent Street/South Parade/Spider Lane area. The overall programme of public realm improvements will provide further enhancement to key areas within Weston-super-Mare town centre. The regeneration benefits outlined in the aforementioned business case are therefore attributable to the following interventions: • The £2.06m investment outlined in the ‘Town Square, Weston-super-Mare’ business case; • The £2.15m investment required to deliver improvements at Regent Street, South Parade and Spider Lane (of which, £1.625 million will be spent between 2018/19 and 2020/21, part funded through this current LGF application). Within this context, the total town centre improvement works are expected to cost £4.2 million in total. The ‘Town Square, Weston-super-Mare’ business case suggests that 125 ‘spill over’ jobs in the retail industry would be created as a result of regeneration and increased occupancy of retail units in the town centre. At a cost of £1.625 million, the improvements works put forward as part of this LGF application represents around 39% of the entire cost of the town centre improvement schemes in Weston-super-Mare (£4.2 million in total). Therefore, 39% of the spill over jobs created through regeneration and referenced in the ‘Town Square, Weston-super-Mare’ business case are attributable to the current LGF application. As such, 48.3 gross FTE jobs will be attributable to LGF funding between 2018/19 and 2020/21. The typical level of GVA generated by a single retail employee in North Somerset is around £29,000 per annum. Therefore, job creation at the scale of 48.3 FTE employees could generate £1.4 million in GVA per annum. The Ministry for Housing, Communities and Local Government’s Appraisal Guide implies that operational stage jobs typically have a persistence of five years. Therefore, GVA associated with jobs attributable to LGF funding would accrue for five years in total. By profiling operational stage job creation in line with project expenditure and applying appropriate discounting techniques in line with HM Treasury Green Book, the present value of GVA over the lifetime of operational stage jobs created by the scheme amounts to £6.3 million.
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Our proposed arrangements for monitoring and evaluation of the impacts for proposed town centre regeneration projects is to review the change in employment in the retail sector (SIC 47), within Weston-super-Mare town centre in the coming years. Note: All project specific input assumptions and calculations performed to forecast the wider economic impacts of this project are provided in the appended spreadsheet in Appendix 5.
Project Name Coastal Towns Cycle Route: Brean Down Way: Uphill Road North NSC02
Location North Somerset
Brief Description
Active travel such as walking and cycling has great potential to reduce congestion and carbon emissions, promote healthy lifestyles and create economic benefits. Weston-super-Mare has traditionally had low levels of physical activity and active travel. It has been proven the provision of high quality commuter and leisure facilities can help address this. Attractive leisure facilities can also attract significant tourism spend locally, especially as cyclists spend 9% more than other tourists on average, visiting more local shops and spending on average £81 per tripxxix. This has been well demonstrated in tourist destinations in the South West such as Cornwall, where the Camel Trail provides a useful and attractive route between Padstow, Wadebridge and Camelford. Often producing additional economic benefits and diversification, for instance cycle hire facilities, cafés, restaurants and Camel Valley Wines run daily tours and tasting sessions at their vineyard for users of the Camel Trail, bringing additional tourism benefit and jobs to the area. The Coastal Towns Cycle Route project will provide a leisure and commuter route between coastal towns within North Somerset (predominantly Weston, Clevedon and Portishead) and its neighbouring authorities to the North and South. Phase 1 of the project is from Weston to Brean. The other historical missing links along the route, which may form part of subsequent bidding rounds, include: the River Yeo crossing between Weston-super-Mare and Clevedon, and the proposed Gordano Greenway between Clevedon & Portisheadxxx. Weston-super-Mare’s regeneration ethos focuses on “Living, Learning & Lifestyles” and North Somerset Council’s recent “Prospectus for Change” document outlines the importance of an outdoor leisure offer for local residents. This is to ensure both current and potential future residents have healthy and interesting activities to undertake locally. Providing high quality cycling facilities on people’s door steps will further help address unnecessary car journeys in and around Weston-super-Mare and be key to sustainable economic growth. Weston attracts over 7 million visitors a year to its seafront, these current visitors, including a larger growing market from surrounding cities such as Bristol and Bath seek healthy fun family activities, with quality trails and facilities including places to eat, drink and hire equipment. Yet the lack of facilities, cycle hire and dedicated cycle paths in and around Weston-super-Mare has previously impacted on the area’s ability to broaden its appeal, demographic and promote its coastline and outdoor offer. The Coastal Towns Cycle Route project is now well underway. One of the key links is substantially complete, the Brean Down Way, 13 kilometres of mainly off road shared use route between Weston-super-Mare and Brean in Somerset. The River Axe sluice gates have formed a physical
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barrier between Weston-super-Mare and Brean for the last 40 years. Brean Down, a busy National Trust attraction, has always been tantalisingly close to Weston-super-Mare. It is highly visible from the seafront in Weston, yet until recently the barrier of the River Axe has meant a long, tortuous circular on-road route via a busy, bendy and hazardous ‘B-road’ to Brean. Conversely visitors to Brean rarely visited Weston-super-Mare and local economic benefits were not realised. The Brean Down Way route opened in July 2017 with a cycle ride and launch event at the ‘River Axe Sluice’, on the boundary between North Somerset and Somerset. This project demonstrated the amount of partnership working being undertaken locally between multiple agencies and funders this ranged from the LEP, DEFRA’s Rural Development Programme, Coastal Communities Fund, the National Trust, Environment Agency, Wessex Water, Avon Wildlife Trust, district councils and two unitary authorities. The final 1.3km missing section of the Brean Down Way is along Uphill Road North at the Southern end of the promenade in Weston-super-Mare. Permissions and design have been progressed for this route in 2017/2018 using LGF funding. Using this North Somerset Council have submitted a planning application for this route to add a shared use path adjacent to the carriageway, by widening the adopted highway in to Royal Sands Golf Course. In terms of land negotiation, we are now at advanced stages of negotiation with the landowner and leaseholder of the golf course and have agreed a fee. Funding through the LGF fund has enabled arboricultural and ecological surveys, detailed design, and will soon assist tree work mitigation on the golf course, ecological mitigation for badger’s including fencing and legal agreement for the route. The construction of this route will now be the focus of our attention for the first two years of the programme (2018-2020). As further funds are available within the 18/21 LGF STP package, we also plan to upgrade Uphill Road South and the section linking to the Promenade at the Northern end of Uphill Road North.
Transport Case
Utilising previous LGF funding opportunities from the LEP and LTP match, North Somerset have recently upgraded the entire length of NCN33 from Uphill Marina to the boundary with Somerset. In total, 4.5km of trail was completed by March 2017. In summer 2017, in conjunction with Somerset County Council and the charity ‘Greenways and Cycleways’, we officially opened the sluice over the River Axe to Somerset and completed the route to Brean, its beach and Brean Down itself. To the South a further phase of the route will link to the continuation of the NCN33 to Burnham on Sea. This will significantly increase the number of visitors to Weston from Somerset and beyond. To the North of Weston-super-Mare future phases will link onwards to Clevedon, Portishead and eventually Bristol, along the ‘jewel in the crown’ of the route the Ashton Pill Path under Clifton Suspension Bridge. The Brean Down Way has demonstrably increased the number of visitors and commuters. These local residents and visitors have chosen to use the link for walking and cycling as their preferred mode of transport for leisure or utility trips alike, halving their previous journey time and cutting out the previously convoluted and hazardous road route. Initial ‘automatic count’ data from the first 6 months has shown over 500 people per day are making one way trips by foot and bicycle in peak times, often these trips have yielded return journeys, seeing further time on the route and higher spending and investment locally. In particular, the route has increased the attractiveness of cycle commuting between our conurbations, local employment destinations and attractions. The
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increase in cycling mode share locally will subsequently help in reducing congestion in the area and increasing road capacity. In tandem, using the Access Fund and its business grants, in Spring 2018 we are setting up cycle hire working with a local Community Interest Company ‘In2Gear’, Weston College and several local businesses along the route. This will see additional jobs, apprenticeships and financial benefits from the work we have undertaken. These hire facilities will be aimed at further increasing tourism and leisure use of the Brean Down Way. This demonstrates how we are supporting the capital investment in infrastructure projects and complementing it with revenue measures awarded to the West of England by the DfT. This final missing section of the Brean Down Way, Uphill Road North, has the highest Benefit Cost Ratio (BCR) on the entire Brean Down Way, (2015 business case study conducted by CH2Mxxx). This is due to the link providing for people commuting along the A370 from Uphill to Weston- super-Mare town centre, as well as providing a dedicated cycle commuter route for Weston Hospital and Weston College. This link will seamlessly blend into the existing shared use network either side of the 1.3km stretch. As part of the Coastal Town Cycle Route study (April, 2015), the overall BCR for Uphill Road North was reported at 3.82 over a 20 year appraisal period. This is considered ‘Very High’ value for money and is the second highest BCR for the whole of the Coastal Towns Cycle Route, with only the River Yeo crossing between Weston and Clevedon unlocking a higher value. (Note that due to minor changes in scheme scope, costs and benefits, the revised BCR for the section is 3.11, as presented in Section 2.2).
Wider Economic Case
Construction Phase: The scale of job creation during the construction phase is typically a function of project costs. The project is estimated to cost £600,000. Based on a benchmark of £90,000 of construction investment equating to 1 full-time equivalent (FTE) employee in the construction sector, the project could lead to the creation of 6.7 direct FTE jobs in the construction phase. Based on an expenditure to GVA ratio of 0.4, the project could also lead to direct GVA uplift of £240,000. Applying average employment and output multipliers of 1.85 generates an extra 5.7 indirect FTE jobs and £204,000 indirect GVA uplift in the construction stage. Operational Stage: North Somerset Council prepared the Coastal Towns Cycle Route (CTCR) Report to support future investment decisions in cycling infrastructure that could connect North Somerset’s coastal communities. The Report found that by delivering the preferred strategy along the entire CTCR would result in the creation of 17 new cycling related FTEs in North Somerset, the majority of which would be leisure and tourism-oriented. At £600,000 worth of investment, the current Uphill Road North Scheme represents 19.6% of the overall revised costs of the preferred CTCR scheme (£3.1 million, up from £2.7 million in 2015). Therefore, 19.6% of the economic outputs resulting from the wider scheme can be attributable to the Uphill Road North investment. This means the project will be responsible for 3.3 new cycling-related FTE jobs. The average level of GVA generated by a single employee in North Somerset in tourism/leisure- related sectors (i.e. wholesale/retail trade, accommodation, food and beverages, arts and
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recreation) is £32,000. Therefore, job creation at the scale of 3.3 FTE employees as a result of the scheme could generate £106,000 in GVA per annum. The Ministry for Housing, Communities and Local Government’s Appraisal Guide implies that operational stage jobs typically have a persistence of five years. Therefore, GVA associated with jobs attributable to LGF funding would accrue for five years in total. By profiling operational stage job creation in line with project expenditure and applying appropriate discounting techniques in line with HM Treasury Green Book, the present value of GVA over the lifetime of operational stage jobs created by the scheme amounts to £490,000. In combination with previous cycle projects proposed across the West of England under previous LGF rounds, this project has the potential to facilitate the development of a cycling cluster, centred on an increased level of cycle use and the associated increased volume of cycle sales throughout the sub-region. Our proposed arrangements for monitoring and evaluation of the impacts for proposed cycling improvement projects is to review the change in employment in the following standard industrial classification of economic activities (SIC) 2007, within North Somerset in the coming years: • SIC 47640 Retail sale of sports goods, fishing gear, camping goods, boats and bicycles; • SIC 55 Accommodation; • SIC 56 Food and beverage service activities. Note: All project specific input assumptions and calculations performed to forecast the wider economic impacts of this project are provided in the appended spreadsheet in Appendix 5.
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Appendix 5: GVA Assessment Summary
Gross Job Creation Gross GVA Uplift (Present Value) Scheme Direct: Indirect: Direct: Indirect: Costs Construction Operation Construction Cost per Construction Construction Construction Construction OperationalGVA (Present (FTEs) (FTEs) GVA Job by (FTEs) (FTEs) GVA GVA Ref Project Value) Scheme North Somerset Council NSC01 Coastal Towns Cycle Route: Uphill Road North £592,391 3.3 2.8 6.1 3.3 £117,152 £99,579 £216,731 £490,062 £178,008 Weston-super-Mare Town Centre Regeneration NSC02 focussed on South Parade £1,557,033 10.7 9.1 19.9 48.3 £370,615 £315,023 £685,638 £6,271,182 £32,252
Total £2,149,424 14.0 11.9 26.0 51.6 £487,767 £414,602 £902,368 £6,761,243 £41,652
Cost per Job (excluding construction jobs) £41,652 Cost per Job (including construction jobs) £27,706
GVA per £ (excluding construction jobs) 3.15 GVA per £ (including construction jobs) 3.57
Disclaimer: This analysis represents a high-level exercise using publicly available benchmarks and data provided by project sponsors. No primary research has been undertaken as part of the analysis.
Scheme Costs
NSC Local Growth Fund 2018/21 LGF Funding sought for Total Expenditure for LTP Match Funding 2018/21 2018/21 NORTH SOMERSET COUNCIL NSC01 Coastal Towns Cycle Route: Uphill Road North 450,000 150,000 600,000 Weston-super-Mare Town Centre Regeneration focussed on South NSC02 1,300,000 325,000 1,625,000 Parade and Regent Street
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Funding Profile
LGF 18/21 Profile 18/19 19/20 20/21 Total LGF W-s-M Regen schemes £75,000 £725,000 £500,000 £1,300,000 (South Parade/ Regent St) LTP Match £115,000 £115,000 £95,000 £325,000 LGF Coastal Towns Cycle £275,000 £175,000 £0 £450,000 Route (Uphill Rd North) LTP Match £100,000 £50,000 £0 £150,000 LGF Total £350,000 £900,000 £500,000 £1,750,000 LTP Total £215,000 £165,000 £95,000 £475,000 Joint total £565,000 £1,065,000 £595,000 £2,225,000
Profile by Scheme 18/19 19/20 20/21 Total W-s-M Regen £190,000 £840,000 £595,000 £1,625,000 CTCR £375,000 £225,000 £0 £600,000 Total £565,000 £1,065,000 £595,000 £2,225,000
Percentage Spend 18/19 19/20 20/21 Total W-s-M Regen 12% 52% 37% 100% CTCR 63% 38% 0% 100%
Discounting 1 0.9661836 0.9335107 Total W-s-M Regen £190,000 £811,594 £555,439 £1,557,033 CTCR £375,000 £217,391 £0 £592,391 Total £565,000 £1,028,986 £555,439 £2,149,424
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NC01 Coastal Towns Cycle Route Uphill Road North
Project Name Coastal Towns Cycle Route: Uphill Road North (NSC01) Construction stage impacts Estimate Source Comments A. Project costs £600,000 NSC A.i Construction Expenditure Only £296,641 NSC Build costs only WoE's Impact Guidance Note for B. Construction cost per job benchmark £90,000 Infrastructure Projects C. Construction stage impacts: jobs 3.3 FTEs Estimate C = Ai/B created Operational impacts Estimate Source Comments D. Forecast other (leisure) cycle-related 17 Coastal Towns Cycle Route Report jobs generated by scheme
Revised to take into account increased cost of Uphill Road North element. E. Total Coastal Towns Cycle Route cost £3,065,000 Coastal Towns Cycle Route Report £385k extra cost for scheme element (£600k new cost less £215k original cost) added to original cost for whole scheme of £2.68m. F. Proportional cost of Scheme 19.6% Estimate F = A/E G. Proportional new cycle-related jobs 3.3 Estimate G = D*F generated by scheme GVA for Tourism/Leisure-related sectors (i.e. Wholesale/retail trade, ONS Regional and Subregional accom/F&B, arts/rec GVA [SIC G/I/R] at a national level from ABS, weighted by H. GVA per employee £31,917 Productivity January 2018 release, ABS Nominal (smoothed) GVA per filled job (£) for NUTS3 Area: Bath and North 2016 East Somerset, North Somerset and South Gloucestershire (2016 prices) I. Forecast additional GVA £106,216 Derived I = G*H
Addendum: Indirect Jobs and GVA
Impacts of the Construction Stage Direct GVA Ratio 0.4 WoE Impact Guidance Note Direct GVA Impact £118,656 Estimate Employment Multiplier 0.85 WoE Impact Guidance Note Indirect Employment Impact 2.8 Estimate Output Multiplier 0.85 WoE Impact Guidance Note
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Indirect GVA Impact £100,858 Estimate NC02 Weston Town Centre Regeneration
Project Name Weston-super-Mare Town Centre Regeneration (NSC02) Construction stage impacts Estimate Source Comments A. Project costs £1,625,000 NSC A.i Construction Expenditure Only £966,982 NSC Build costs only
WoE's Impact Guidance Note for Infrastructure B. Construction cost per job benchmark £90,000 Projects C. Construction stage impacts: jobs created 10.7 FTEs Estimate C = Ai/B Operational impacts Estimate Source Comments D. Total operational stage jobs facilitated by wider town centre 125 Town Centre, Weston-super-Mare' business case Pivoting from 'spill over' jobs figure improvements scheme
E. Cost of improvement works specified in 'Town Centre, Weston- £2,057,500 Town Centre, Weston-super-Mare' business case Capital and revenue spend profile super-Mare' business case
F. Total cost of complementary town centre improvement package, £4,207,500 Derived as per 2017/18 bid
G. Proportional cost of NSC02 scheme 39% Derived A/F
H. Proportional operational stage jobs facilitated by NSC01 scheme 48.3 Derived D*G Retail GVA (SIC47) at a national level from ABS, weighted by Nominal (smoothed) GVA ONS Regional and Subregional Productivity January 2018 I. GVA per employee benchmark £29,011 per filled job (£) for NUTS3 Area: Bath and release, ABS 2016 North East Somerset, North Somerset and South Gloucestershire (2016 prices) J. GVA attributable to scheme £1,400,560 Derived H*I
Addendum: Indirect Jobs and GVA Impacts of the Construction Stage
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Direct GVA Ratio 0.4 WoE Impact Guidance Note Direct GVA Impact £386,793 Estimate Employment Multiplier 0.85 WoE Impact Guidance Note Indirect Employment Impact 9.1 Estimate Output Multiplier 0.85 WoE Impact Guidance Note Indirect GVA Impact £328,774 Estimate
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Economic Impacts
Project Costs
Costs (Undiscounted) 18/19 19/20 20/21 Total W-s-M Regen £190,000 £840,000 £595,000 £1,625,000 CTCR £375,000 £225,000 £0 £600,000
Cost Profile 18/19 19/20 20/21 Total W-s-M Regen 12% 52% 37% 100% CTCR 63% 38% 0% 100%
Build Costs Only 18/19 19/20 20/21 Total W-s-M Regen £113,063 £499,855 £354,064 £966,982 CTCR £185,401 £111,240 £0 £296,641
Construction Stage Gross Jobs and GVA Cost per Direct Job £90,000
Direct Jobs 18/19 19/20 20/21 Total W-s-M Regen 1 6 4 11 CTCR 2 1 0 3
Indirect Job Multiplier 1.85
Indirect Jobs 18/19 19/20 20/21 Total W-s-M Regen 1 5 3 9 CTCR 2 1 0 3
Total Jobs 18/19 19/20 20/21 Total W-s-M Regen 2 10 7 20 CTCR 4 2 0 6
Turnover/GVA Ratio 0.4
Direct GVA 18/19 19/20 20/21 Total Discounting 1 0.9662 0.9335 W-s-M Regen £45,225 £193,181 £132,209 £370,615 CTCR £74,160 £42,991 £0 £117,152
Indirect GVA Multiplier 1.85
Indirect GVA 18/19 19/20 20/21 Total W-s-M Regen £38,441 £164,204 £112,378 £315,023 CTCR £63,036 £36,543 £0 £99,579
Total GVA 18/19 19/20 20/21 Total W-s-M Regen £83,666 £357,384 £244,587 £685,638 CTCR £137,196 £79,534 £0 £216,731
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Operational Stage Gross Jobs and GVA Total Jobs CH2M W-s-M Regen 48 CTCR 3
Jobs Profile 18/19 19/20 20/21 Total W-s-M Regen 6 25 18 48 CTCR 2 1 0 3
GVA per Employee ABS/ONS W-s-M Regen £29,011 CTCR £31,917
GVA 18/19 19/20 20/21 Total W-s-M Regen £163,758 £723,982 £512,820 £1,400,560 CTCR £66,385 £39,831 £0 £106,216
Jobs Persistence (years) 5
Year 18/19 19/20 20/21 21/22 22/23 23/24 24/25 Total Discounting 1 0.9662 0.9335 0.9019 0.8714 0.8420 0.8135 W-s-M 18/19 £163,758 £158,220 £152,870 £147,700 £142,705 £0 £0 W-s-M 19/20 £0 £699,499 £675,845 £652,990 £630,908 £609,573 £0 £6,271,182 W-s-M 20/21 £0 £0 £478,723 £462,535 £446,893 £431,781 £417,180 CTCR 18/19 £66,385 £64,140 £61,971 £59,875 £57,851 £0 £0 CTCR 19/20 £0 £38,484 £37,183 £35,925 £34,710 £33,537 £0 £490,062 CTCR 20/21 £0 £0 £0 £0 £0 £0 £0 Total £230,143 £960,344 £1,406,592 £1,359,026 £1,313,068 £1,074,891 £417,180 £6,761,243
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Appendix 6: Delivery
Programme
Indicative Delivery Programme LGF STP 18/21
Mobilisation M Detailed Design D Consultation S NRSWA (if required) N Procurement P Construction C Completion F
LGF STP 18 21 18/19 19/20 20/21 Project Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Uphill Road North D S P C F South Parade N M M D D S P C F Regent Street N M M D D S P C C F
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Appendix 7: Risk Register Local Growth Fund – Sustainable Transport Package 18/21 - Scheme Details
Scheme Name: Coastal Towns Cycle Route - Uphill Rd North shared use path - (NC01)
Project Manager, Job Title and Experience: Michael Herbert (Highway Engineer) and Ben Searle (Senior Transport Policy Officer). Michael has 10 years working in the delivery of transport infrastructure projects and has lead the development of the Weston – Brean section of the Coastal Towns Cycle Route to date. Ben has 17 years’ experience of working on local authority sustainable travel projects in the West of England.
Scheme Design Drawings: See attached to final FBC email
Cost Breakdown Estimate:
We plan to deliver the scheme over two financial years:
2018/20 Cost (£) Design Fees (in-house) [in-house/external DELETE ONE] 15,000 Other pre-build costs (TROs): Land acquisition & owner’s legal costs, Planning 13,000 Application Fee. [LIST INDIVIDUALLY - planning, land acquisition, TRO] Build costs £296,641 Project Management (15%) £90,000 Programme management* (by exception at AOB Programme Board) N/A Other costs: Tree removal and re-planting 54,000 Traffic management for above 2,000 Remove and replace existing fence with badger-proof fence (part cost – remainder in 2018/19) 9,359
Risk/Contingency 120,000
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TOTAL £600,000
Budget available: £450,000 LGF for 2018/20 plus £150,000 JLTP.
Land Acquisition: The works require the acquisition of a 2m x 650m strip of land from Weston Golf Club. Discussions with the Golf Club are complete and North Somerset only require formal legal agreement by the landowner – to be completed by autumn 2018. Therefore this is considered low risk.
Planning Permission: A planning application has been agreed with the Golf Course and Development Management in advance. This has now been submitted and we will have a decision by June 2018. We are not anticipating refusal due to preparatory work in advance with stakeholders mentioned, so is considered low risk.
Service Diversions: Several lamp columns require moving along Uphill Road North, this are likely to be £1,000 each as an indicative cost and are included in the scheme build costs.
Procurement Process: The scheme already has detailed design. Our term-contractor will be employed to deliver the build, so procurement will not be necessary for a specific scheme. This path ensures the project will be delivered within the timescales of the programme and provides certainty over costs (which have been fully scoped).
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Specific scheme risk register and mitigation:
Category: S = Strategic; PG = Programme; PJ = Project; O = Operational Type: R = Risk; O = Opportunity Probability/Impact: 4 = Very high; 3 = High; 2 = Medium; 1 = Low Priority status/score: Red (12-16); Red/Amber (6-9); Amber/Green (3-4); Green (1-2) Status: O = Open; C = Closed; R = Referred
Residual
Description Date Countermeasure / Risk response Date of last ID (inc. consequence &
Identified (inc. contingency) update
Type Status
impact) Impact
Priority
(Initials)* (Initials)*
Category
Impact
Priority
Likelihood
Risk owner Risk
Risk actioner Risk Likelihood
REDUCE: Early stage negotiation with land owner complete. Failure to acquire R0 P Start of land required to FALLBACK: Investigate pros/cons R 1 4 16 1 3 4 BS SRO 23/04/18 O 01 J Project complete full of CPO. Or extend shared-use ped/cycle route. path into Highway, which is a more likely scenario.
REDUCE: Early pre-application discussions with golf course and development management complete. Failure to obtain R0 P Start of R planning permission 1 4 16 1 3 4 BS SRO 23/04/18 O 02 J Project FALLBACK: Investigate pros/cons for ped / cycle route. of CPO. Or extend shared-use path into Highway.
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Price fluctuation REDUCE: Budget to include RO P Start of (inflation) - contingency to account for R 3 3 9 3 2 6 MH SRO 23/04/18 O 03 J Project Insufficient funds to fluctuation deliver the scheme Excessively adverse MANAGE/REDUCE: Engage with RO P Start of weather conditions R 2 2 4 contractor early on to programme 1 2 2 MH SRO 23/04/18 O 04 G Project creating a delay to works outside of winter months programme. Availability of professional REDUCE: Manage/identify RO P Start of resource, project R 2 3 6 resources from an early stage to 1 3 3 MH SRO 23/04/18 O 05 G Project management and ensure programme can be met design creating a delay to programme.
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Scheme Name: Weston-super-Mare Town Square / South Parade (NSC) improvements for pedestrians and cyclists - (NC02)
Project Manager, Job Title and Experience: James Dawson (Highway Engineer) James has 9 years’ working in the delivery of transport infrastructure projects. Rob Thomson (Engineering and Design Manager), is the Project Manager and has 16 years’ experience of implementing public realm schemes.
Scheme Design Drawings: See attached to final FBC email
Cost Breakdown Estimate:
2019/20 Cost (£) Design Fees (in-house) £19688 Other pre-build costs: Land owner’s legal costs; Planning Application Fee TRO’s £4,290 Land acquisition £10,000 Build costs: Footway paving £255,000 Kerbing £16,250 Carriageway paving £154,000 Street lighting £6,000 Tree pits £7,000 Drainage £63,022 Street furniture £13,500
Total £514,772 Project Management £131,250 Programme management N/A Other costs: Traffic management for above £20,000 Risk/Contingency £175,000 TOTAL £875,000
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Budget available: £725,000 LGF plus £150,000 JLTP for 2019/20. This scheme will be progressed in tandem with the Regent Street scheme. The total for South Parade is £875,000. Both schemes are a top Council priority to complete between 18/21.
Land Acquisition: Required for South Parade, this has moved on significantly since 17/18, e.g. planning permission from Royal Hotel submitted, and detailed negotiations on land swap underway with the property team/economic regeneration and Royal Hotel.
Planning Permission: Required for Royal Hotel, this has been applied for and submitted.
Service Diversions: Services are required to be diverted for South Parade, we are already in discussions with utility providers.
Procurement Process: The scheme has already been designed in outline. James Dawson will complete the detailed design the scheme and complete the consultation and our term-contractor will be employed to deliver the build. This pathway ensures the project will be delivered within the timescales of the programme and provides certainty over costs (which have been fully scoped already).
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Specific scheme risk register and mitigation:
Category: S = Strategic; PG = Programme; PJ = Project; O = Operational Type: R = Risk; O = Opportunity Probability/Impact: 4 = Very high; 3 = High; 2 = Medium; 1 = Low Priority status/score: Red (12-16); Red/Amber (6-9); Amber/Green (3-4); Green (1-2) Status: O = Open; C = Closed; R = Referred
Residual
Description Date Countermeasure / Risk response Date of last ID (inc. consequence &
Identified (inc. contingency) update
Type Status
impact) Impact
Priority
(Initials)* (Initials)*
Category
Impact
Priority
Likelihood
Risk owner Risk
Risk actioner Risk Likelihood
REDUCE: Early stage negotiation with land owner.
FALLBACK: Re-align South R0 P Start of Failure to complete R 2 4 8 Parade & improve pedestrian 1 3 3 RT SRO 23/04/18 O 01 J Project land swap. environment and crossing facilities as stand-alone scheme at cost of £200-300K
NRSWA information REDUCE: Begin discussions with RO P Start of R is yet to be 2 3 6 utility companies early post award 2 2 4 BS SRO 23/04/18 O 02 J Project undertaken
Price fluctuation REDUCE: Budget to include RO P Start of (inflation) - contingency to account for R 3 3 9 3 2 6 RT SRO 23/04/18 O 03 J Project Insufficient funds to fluctuation deliver the scheme Excessively adverse MANAGE/REDUCE: Engage with RO P Start of weather conditions R 2 2 4 contractor early on to programme 1 2 2 RT SRO 23/04/18 O 04 G Project creating a delay to works outside of winter months programme.
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Availability of professional REDUCE: Manage/identify RO P Start of resource, project R 2 3 6 resources from an early stage to 1 3 3 RT SRO 23/04/18 O 05 G Project management and ensure programme can be met design creating a delay to programme.
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Local Growth Fund – Sustainable Transport Package 18/21 - Scheme Details
Scheme Name: Weston-super-Mare Regeneration: Regent Street improvements for pedestrians and cyclists - (NC02)
Project Manager/Team, Job Title and Experience: James Dawson (Highway Engineer) and Ben Searle (Senior Transport Policy Officer). James has 9 years’ working in the delivery of transport infrastructure projects. Ben Searle has 17 years’ experience of sustainable travel projects in the West of England. Rob Thomson (Engineering and Design Manager), is the Project Manager, who has 16 years’ experience of implementing public realm schemes.
Scheme Design Drawings: See attached to final FBC email
Cost Breakdown Estimate:
2019/20 Cost (£) Design Fees (in-house) £16,875 Other pre-build costs: Land owner’s legal costs; Planning Application Fee (covered in build costs): TRO’s £4,290 Build costs: Footway paving £237,500 Kerbing £24,375 Carriageway paving £120,000 Street lighting £7,500 Tree pits £9,000 Drainage £34,460 Street furniture £13,500
Total £452,210 Project Management £112,500 Programme management* (only by exception in AOB at Programme Board) N/A Other costs: Traffic management for above £20,000
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Risk/Contingency £150,000 TOTAL 750,000
Budget available: £575,000 LGF plus £175,000 JLTP for 2018/21, with a joint total of £750,000. This scheme will be progressed in tandem with the South Parade scheme and the total £1.3m spent on both schemes (£1.625m incl. match). Both schemes are a corporate priority to complete in 18/21.
Land Acquisition: Not required
Planning Permission: Not required
Service Diversions: No service checks (NRSWA) have been undertaken as of yet, but it is not envisaged this will be significant, and the construction will actually raise the level of the highway to the same as the footway.
Procurement Process: The scheme has already been designed in outline. James Dawson will complete the detailed design for the scheme including local consultation, and our term-contractor employed to deliver the build. This route ensures the project will be delivered within the timescales of the programme and provides certainty over costs (which have been fully scoped already).
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Specific scheme risk register and mitigation:
Category: S = Strategic; PG = Programme; PJ = Project; O = Operational Type: R = Risk; O = Opportunity Probability/Impact: 4 = Very high; 3 = High; 2 = Medium; 1 = Low Priority status/score: Red (12-16); Red/Amber (6-9); Amber/Green (3-4); Green (1-2) Status: O = Open; C = Closed; R = Referred
Residual
Description Date Countermeasure / Risk response Date of last ID (inc. consequence &
Identified (inc. contingency) update
Type Status
impact) Impact
Priority
(Initials)* (Initials)*
Category
Impact
Priority
Likelihood
Risk owner Risk
Risk actioner Risk Likelihood The W-s-M Town REDUCE: Begin consultation at Centre SPD supports early stage and offer parking this scheme. elsewhere in mitigation However failure to R0 P Start of R secure TRO is a risk, 1 4 4 1 2 2 BS SRO 26/03/18 O 01 J Project FALLBACK: Progress Town for example by Square / South Parade scheme objections to removal OR Progress Uphill Rd North of disabled parking. scheme in 17/18 instead of 18/
NRSWA information REDUCE: Begin discussions with RO P Start of R is yet to be 2 3 6 utility companies early post award 2 2 4 BS SRO 23/04/18 O 02 J Project undertaken
Price fluctuation REDUCE: Budget to include RO P Start of (inflation) - contingency to account for R 3 3 9 3 2 6 BS SRO 23/04/18 O 03 J Project Insufficient funds to fluctuation deliver the scheme
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Excessively adverse MANAGE/REDUCE: Engage with RO P Start of weather conditions R 2 2 4 contractor early on to programme 1 2 2 BS SRO 23/04/18 O 04 G Project creating a delay to works outside of winter months programme.
Availability of professional REDUCE: Manage/identify RO P Start of resource, project R 2 3 6 resources from an early stage to 1 3 3 BS SRO 23/04/18 O 05 G Project management and ensure programme can be met design creating a delay to programme.
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Appendix 8: North Somerset Housing Allocation to 2036 Figure 1. Supply component Housing requirement (emerging JSP) Location
Existing commitments 13,932 Across NS, mainly WSM (Weston Villages)
Strategic Development Locations 7,850 Backwell (700), Nailsea (2575), Banwell (1900), and Churchill (2675)
Urban Living 1,000 WSM regeneration
Non-strategic 1,000 Across NS
Smaller housing developments across NS 1,300 Across NS
Table E1: Joint Spatial Plan housing provision in North Somerset
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Appendix 9: North Somerset Housing Calculations
Context: Weston-super-Mare Town Centre is promoted as a key housing delivery location within local and sub- regional planning policy. In particular, the West of England Joint Spatial Plan (JSP) suggests that the town centre will support the ‘Urban Living’ component of housing supply, accommodating 1,000 additional homes through to 2036. Further, local planning policy indicated a requirement for 6,300 homes throughout the Weston-super-Mare urban area (excluding the Weston Villages development) between 2006 and 2026. However, it should be noted that housing delivery rates have not achieved targets in recent years.
Therefore, in order to enable this scale of housing delivery and achieve the target rates for residential development, a range of regeneration schemes have been proposed for Weston-super-Mare urban area and the town centre in particular. Such schemes are primarily transport, public realm and built environment schemes that are considered pre-requisite to large-scale regeneration. The schemes include regeneration of brownfield sites in areas extending from the railway station to the seafront, including:
• Station Gateway; • Walliscote Place; • Dolphin Square leisure developments; • Town Square and Italian Gardens; • Weston Town Centre Transport Enhancements.
Analysis Framework:
Regeneration of Weston-super-Mare urban area and the delivery of new homes in line with policy targets is therefore contingent on the schemes outlined above. The housing delivery targets and current shortfall which the schemes will seek to alleviate are described below, based on the findings of the LGF business case submission for Weston Town Centre Transport Enhancements (January 2018):
• Net additional dwellings in the Weston urban area (excluding Weston Villages) 2006-2026: 6,300 (or 315 per annum on average); • Actual additional dwellings delivered based on affordable housing delivery shortfall in North Somerset during 2016: 90 per annum; • Number of additional dwellings delivered due to all schemes / projects in Weston-super-Mare: 225 per annum (i.e. 315 [target] less 90 [achieved]).
In line with previous LGF business case analysis (e.g. Weston Town Centre Transport Enhancements [January 2018]), the analysis assumes that one fifth of new housing development in the urban area is attributable to each of the five enabling schemes recognised above. On this basis, each scheme could support up to 45 additional housing units being built in the Weston area each year. Over the nine-year remainder of the 2006 - 2026 Core Strategy period (2018 to 2026 inclusive), this could exceed an additional 400 dwellings in total, per scheme.
However, the current LGF business case relates to a subset of the Town Square and Italian Gardens scheme only. Urban realm and built environment enhancements in South Parade and Regent Street are complementary components to the wider Town Square regeneration scheme, supported by a previous Town Square business case. This relationship is recognised through the employment and GVA impacts analysis presented in Appendix 4 and 5, which suggests that based on cost proportionality, some 39% of town square economic impacts are attributable to the South Parade and Regent Street enhancement.
By applying a similar factor to the 20% of housing impacts attributable to the wider Town Square and Italian Gardens scheme, the proportion of additional housing that is specifically facilitated by South
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Parade and Regent Street enhancement is 7.7%. Based on an attribution rate of 7.7% for South Parade and Regent Street, some 17 dwellings per annum (out of 225 total dwellings across Weston urban area) are attributable to the current LGF funding bid. Over the nine years to the end of the Local Plan period (2018 to 2026 inclusive), this suggests 156 homes in Weston-super-Mare will be facilitated by the scheme.
The approach outlined above is presented in the Table below. Note that the analysis is consistent with earlier approved LGF submissions (e.g. Weston Town Centre Transport Enhancements [January 2018]) and the attribution of economic impacts discussed elsewhere in this LGF submission and previous LGF submissions (e.g. Sustainable Transport Package 17/18 [April 2017]).
Metric Value Source Housing Targets Net additional dwellings in the Weston urban area Weston Town Centre Transport Enhancements Business Case 6,300 (excluding Weston Villages), 2006-2026 (January 2018) Net additional dwellings in the Weston urban area Weston Town Centre Transport Enhancements Business Case 315 (excluding Weston Villages), per annum (January 2018) Actual additional dwellings in the Weston urban area Weston Town Centre Transport Enhancements Business Case 90 (excluding Weston Villages) in 2016 (January 2018) Residual additional dwellings facilitated by all Weston Town Centre Transport Enhancements Business Case 225 regeneration schemes, per annum (January 2018) Scheme Attribution Weston Town Centre Transport Enhancements Business Case Number of Regeneration Schemes 5 (January 2018) Attributable Impact of Each Regeneration Scheme 20.0% Equal attribution to all regeneration schemes
Cost of Delivering Town Square and Italian Gardens £4,207,500 As per LGF 2017/18 bid Scheme (plus Complementary Measures) Cost of Delivering South Parade and Regent Street £1,625,000 Capital and revenue spend profile Components
Proportional Cost of South Parade and Regent Street South Parade and Regent Street Costs/Town Square and Italian 38.6% Components Gardens (plus Complementary Measures) Costs
Attributable Impact of South Parade and Regent Street Proportional Cost of South Parade and Regent 7.7% Components Street*Attributable Impact of Each Regeneration Scheme
Housing Impacts Residual additional dwellings facilitated by all regeneration Attributable additional dwellings facilitated by South 17 schemes*Attributable impact of South Parade and Regent Parade and Regent Street Components, per annum Street Attributable additional dwellings facilitated by South Annual attributable dwellings*number of years until end of 156 Parade and Regent Street Components, 2018-2026 plan period (9, based on 2018-2026 inclusive)
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