West of England Investment Board
Full Business Case
Programme: Bath Quays Bridge
Scheme: Bath Innovation Quays
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Executive Summary
Bath & North East Somerset Council is committed to delivering the comprehensive redevelopment of Bath Quays as the Council’s flagship regeneration scheme within the Bath Riverside Enterprise Area. As part of the overall Quays development, the Council is seeking to deliver a new pedestrian and cycle footbridge between the north and south banks of the River Avon spanning the quays. The Bath city Riverside Enterprise Area was awarded status in 2013, and in April 2016 will receive full Enterprise Zone status (from hereafter referred to as the Enterprise Zone).
The Quays Bridge will deliver a vital piece of independent highway infrastructure creating a much needed additional river crossing for this area of the city, as well as providing a safer, vehicle-free pedestrian and cycle route from the south directly to the city centre. The new bridge will land within a significant new area of public realm (Bath Waterside) which also delivers significant new infrastructure improvements along the northern bank of the river Avon, delivering enhanced opportunities for cycling and recreation. Both the north and south landing points will tie into the existing urban and riparian landscape, as well as key strategic routes and ongoing regeneration projects.
The Quays are centrally located within the Bath Riverside Enterprise Zone and are key sites for delivering economic growth in key sectors, in line with wider WoE aspirations. B&NES has high aspirations for the site and is keen to deliver the transformational redevelopment of quays into a new mixed-use central business district targeting WoE growth sectors – high- tech, creative & digital and professional business services. The Quays will provide much needed modern office accommodation to support Bath’s flourishing high-value business sectors, and will be the keystone in realising the delivery of the Riverside EZ. Crucially the bridge will enable pedestrian and cycle flow between residential areas to the south of the river and key employment sites in support of this economic growth.
Collectively the Quays represent the largest development opportunity within the city since the Southgate shopping centre and the largest office scheme ever within Bath. The Bath Quays North and South projects and will support those projects in delivering a new central business district for the city which will deliver circa 2,800 jobs (gross) on site and deliver direct GVA uplift approaching £160m. The wider strategic objectives are based upon the need to support job growth whilst unlocking capacity on the highway and public transport networks by encouraging more sustainable commuting in order to enable this growth; as well as improving citizen health and wellbeing.
A planning application for the bridge has been submitted and was validated on 07/11/2016. The scheme is estimated to cost £4.1 Million, of which the Council are applying for £425,000 of LGF funding to aid delivery. Project construction is forecast to support 27 construction
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jobs. The proposal will help to deliver the aims established in the WoE 2030 vision and the Council’s Core strategy aims.
B&NES contact: David Reynolds (Principle Project Manager)
Jack Fennell (Assistant Development Officer – Community Regeneration)
E-mail: [email protected] [email protected]
Tel: 01225 477768 01225 396881
Strategic Case
1.0 Promoter and Delivery Arrangements
B&NES is responsible for delivering Bath Quays Bridge. B&NES submitted a planning application relating to the bridge, which was validated on 07/11/2016. The bridge shall become a Highways asset and be vested in the name of the Highways Authority, who shall oversee the maintenance and operation of the bridge. Procurement of all contractors needed for delivery (design, construction and associated works) of the bridge will be overseen by B&NES and will comply with necessary legislation and guidance.
B&NES has a dedicated Project Manager function to ensure the delivery of Quays Bridge. The project manager will co-ordinate all works and programme.
2.0 Project Description
The project will deliver substantial connectivity improvements to this part of the city, providing an additional non-vehicular crossing point between Midland and Churchill Bridge. It will form a vital piece of highways infrastructure and strategic route directly linking the large residential areas to the south of the river, including Oldfield Park and Bear Flat to key employment sites in the north. Delivery will realise two important components of the Council’s long-term Core Strategy - opening up the heart of the city via a safer and more sustainable route for Bath residents.
Moving forward, the bridge will also serve an important function in forming an intrinsic physical linkage between the two prime regeneration sites of Quays North and South, and facilitating access and movement to these new key employment sites. Synergy will also exist with the Bath Riverside Project by further enhancing the connectivity of Bath to its river through the Quays Waterside project – a remodelling of the north bank as part of flood mitigation measures into a terraced riverside public park (RIF funded under separate business case). The unique and stylish bridge will be a focal point for the Quays development as well as in redefining this area as a central business location within the Riverside EZ. 3 Doc v.1 Last updated May2016 Submission date:30/11/16 Submitted by: B&NES Approved:
Crucially the Quays will deliver a critical mass of new Grade A office accommodation, injecting much needed office stock to the city. Collectively, the Quays projects will deliver circa 2,800 jobs (gross) on site and deliver direct GVA uplift approaching £160m. The Quays Bridge will therefore become a key piece of public infrastructure which will assist in in delivering the creation of Bath’s new business district and in securing long-term economic growth to the benefit of Bath and the wider West of England.
The Site of the proposed bridge consists of three principle land elements:
• the River Avon; • the north bank of the river; including part of the newly landscaped riverbank and the Bath Quays North site, and; • the south river bank; including the existing arches (BMT land); the existing river wall (including the jetty) and Buildings 7 & 8 (Bath Quays South site).
Hereafter they will be referred to as: the north bank, the south bank and the river or river corridor.
The design team (Marc Mimram/Webb Yates Engineers) and their concept design for the bridge were selected via an international design competition, commissioned by B&NES in 2015. The team are appointed under an NEC3 Professional Services Contract to deliver a fully-detailed design of the bridge, thereby securing planning consent for the proposals and technical approval from the Highway Authority. CH2M Hill has been appointed by the Council as design checker.
Bridge project comprises of four key elements:
• demolition of existing buildings and structures; • provision of new bridge crossing of the river Avon for pedestrian and cycle use; • new public realm on the North and South river banks, and links to the existing highway network, and; • provision of a new river wall to both support the south end of the bridge and act as a flood defence.
The bridge takes the form of a dual-span steel superstructure supported by a combination of piled reinforced concrete, and sheetpiled substructures. The deck comprises a shared pedestrian and cycle surface, with no segregation between users, to be in keeping with the general design approach of cycle paths on either side and generally within Bath. The proposed bridge will have a deck length of 60m with a usable width between handrails of 4.3m, which exceeds the preferred minimum set by Sustrans. The deck will be surfaced in natural stone and ambient lighting incorporated in the handrails.
At the time of writing the design has been taken to RIBA Stage 3 and submitted for planning consent. Technical approval of the design proposals by the highway Authority is ongoing.
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Please refer to the Planning Application reference on B&NES planning portal for more detail of the proposals: (16/05349/REG13).
Specifically, it is envisaged funding for the 16/17 financial year will be used to enable pre- delivery preparatory works and surveying for bridge design. The bridge completion and associated public realm works on the south landing will be phased to coincide with delivery of the office developments in 2018.
Various studies have been undertaken to support the planning application for the bridge. These include Heritage, archaeological, ecological and transport assessments, all of which can be viewed on the B&NES planning portal. The Transport Assessment confirms the bridge will have the capacity to carry between around 330-690 pedestrians per hour and between 100-310 cyclists per hour, or between 640-790 pedestrians and cycle combined depending on the proportion of the two user groups. This is viewed to be sufficient capacity considering envisaged future use of the bridge.
Marc Mimram Winning Bridge Design
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Proposed Elevations Submitted in Planning Application
Location Plan of Bath Quays Bridge and Associated Works
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Proposed Site Plan
Demolition Plan
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3.0 Project Objectives and Case for Change
The underlying project objective is to complete the bridge crossing and associated public realm works to deliver an additional river crossing to service this part of the city. The bridge will also play a crucial role in unifying the Quays, and providing a safer, more sustainable route for commuters. The underlying objective is to deliver a unique piece of public infrastructure which harmonizes all established ‘needs’ of the site, both now and as the Riverside Enterprise Zone develops. Design quality and principles will be maintained by drawing heavily on stakeholder consultations, the Quays Masterplan strategy, and the guidance established by the Council’s Public Realm and Movement Strategy. This will ensure improvements are consistent across the city, and will realise the Council’s aims in delivering an attractive and functional piece of infrastructure that reflects Bath’s status as a UNESCO World Heritage Site.
The case for change is that without this intervention the area (especially the south bank) would remain detached and poorly connected with the rest of the city. Prospective bridge users currently have to travel a significate distance along the congested Lower Bristol Road to cross the river at Midland or Churchill Bridge. This is unsatisfactory as the existing route has narrow footways and subjects users to the negative effects related to traffic that builds up along the Lower Bristol Road; intervention would reduce pedestrian travel distance, provide a significantly enhanced public realm and deliver a safer, non-vehicular alternative. The bridge will also reinforce the Quays development as a viable business destination spanning the river, encourage further regeneration along lower Bristol road and contribute to the redefining of this area as a vibrant new office quarter.
4. Strategic Fit
The West of England has a long term ambition to create up to 95,000 new jobs by 2030. The proposed package will support the delivery of the approx. 9,000 jobs in Bath’s Riverside Enterprise Zone, and looks to connect them to a high quality cycle network that will support growth, encourage healthier and more sustainable commuting and enables this growth by creating additional capacity in public infrastructure. It has been agreed by the LEP that investment in sustainable transport and the commensurate modal shift is an essential part of strategic mix. Region wide, West of England is starting from a position of unparalleled strength with more people commuting by bike or foot than other major urban areas outside of London. This project will build on this innate attribute, realising the goals established in the City Cycle Ambition Fund.
This project will follow the high level vision set out in the Bath Riverside Enterprise Zone Masterplan and the Council’s Placemaking Plan. The long term vision is to support economic growth, improve productivity and build a Strategic Network across the West of England. It will be a key component for the realisation and long-term success of the Innovation Quays,
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by delivering an integral movement route. The Project is within the Bath City Riverside Enterprise Zone and will link into the following city centre improvement schemes:
• Bath Quays South (delivered with EDF funding) • Bath Quays North (anticipated delivery with EDF, Council and JV funding) • Bath Quays Waterside - Bath’s first public park in 100 years, set in an attractive public realm and vibrant mixed-use scheme (RIF funded). • Wider EZ - Bath Western Riverside and the remaining Enterprise Zone sites. • Quays is the Council’s flagship programme and will be the primary driver in establishing a new business district and providing developer confidence in Bath’s new EZ.
WoE Strategy:
• Strategic Economic Plan (SEP) - at a regional level Bath’s Enterprise Zone is geared to work effectively with the wider West of England to support growth in key sectors; thus creating a highly desirable strategically linked business destination extending across West of England. • The LEP Economic Strategy is seeking, in line with the LEP’s growth plans and the Council’s Core Strategy, to increase the number of jobs in B&NES by 11,500 by 2030. Taking into account job losses, this will require some 16,900 new jobs to be created, to which the Quays will be a strong contributor. • The LEP has recently submitted its Strategic Economic Plan to government. This sets a baseline 2.6% GVA growth in the West of England to 2030. The Council’s Economic Strategy sets an ambitious target of 3.2% growth GVA per annum. The Quays will make a significant contribution to this, delivering approx. £173.3m gross GVA uplift.
Council’s Central Bath Core Strategy:
• Bath’s EZ will build upon and reaffirm the existing strengths of the city in the low carbon, creative & digital and professional business services. Bath Quays will become the focal point for businesses within the city. • The Bath Office Market Review report has highlighted the shortage of quality office space and identified Bath Quays, Manvers Street and Bath Western Riverside/ Green Park as the key locations for the provision of new supply.
• The Council’s Economic Strategy identifies four key priority sectors for development in Bath: Creative & Digital; Information & Communication (ICT); Advanced Engineering & Electronics; Environmental & Low Carbon. To meet LEP job growth targets for the professional services sector alone this would require a net increase of 8,300 jobs. The Quays will target hi-tech occupiers in all of these priority sectors, delivering approx. 2,800 towards the region wide job targets.
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• The Economic Strategy, Creative Hub & Sector Support Study suggested that over the longer term (2012-2030) there could a need for up to 20,000sqm of space for the Creative & Digital sector, with a medium term need of 1,000–2,000sqm. In the long- term Bath Quays is envisaged to exceed this requirement delivering approx. 28,000sq m of grade A office space.
• Bridge delivery will make substantial connectivity enhancements, realising aims established in Getting Around Bath Transport Strategy and Bath Movement Strategy to support economic growth.
• Improvements associated with bridge delivery: connectivity, air quality, safety and wellbeing are all fundamental principles in B&NES’ Core Strategy to enhance Bath for residents, tourists and business.
5.0 Rationale for Public Intervention
The Quays Bridge project is part of a wider scheme to knit Bath Quays in to the wider urban fabric of the city and repair the damage done through unsympathetic post war development. The bridge and associated works will deliver a complete new public realm on Bath Quays South, and have a strong affinity with the remodelled north bank tying into the Public Realm and Movement Strategy. The bridge will remain a Council asset for full public use, greatly enhancing the connectivity and transport infrastructure of this area. Bridge delivery would however, be unviable without public sector intervention. The private sector has made no moves towards a delivery of this nature, and it is considered that a private sector organisation would not deliver required infrastructure. There is no planning policy basis to deliver a new footbridge over the river.
LGF funding, administered through the LEP, is available in the financial year 2016/17 of up to £1.5million. B&NES are able to spend the sum of £425,000 within this timeframe to aid deliver of this public intervention. CCAF funding is insufficient to fully deliver the design and quality of bridge necessary to support the Bath Quays project; therefore alternative funding streams are being utilised. Using LGF funding in 16/17 will ensure the timely delivery of the Quays Bridge, resulting in a synchronised programme with the wider Quays scheme. Having the requisite infrastructure in place as the Quays employment sites develop will ensure the scheme is successful in delivering its core outputs.
6.0 Options Appraisal
No intervention – by doing nothing, the residential and business communities to the south of the river Avon would remain detached from the city centre and force these residents to continue to use existing public infrastructure, which is not of sufficient quality to encourage sustainable patterns of transport and or encourage the modal shift the city is keen to 10 Doc v.1 Last updated May2016 Submission date:30/11/16 Submitted by: B&NES Approved:
achieve. This would result in the connectivity, health and wellbeing benefits associated with bridge delivery not been achieved. The Bath Quays sites would remain detached from one another, without a clear sense of unity or of a delineated business district. The Lower Bristol Rd is currently seen as a barrier to growth, which would impact on the overall ability of the scheme to realise its full potential or to realise the goals of B&NES and the wider WoE. Crucially this reduction in market appeal associated with no bridge delivery could mean fewer jobs, or the jobs trajectory timing being much later.
Minimum intervention – upgrade existing infrastructure in attempt to improve routes over Midland and Churchill Bridge. Fundamentally this will do little to significantly improve connectivity for this area of the city, as similar distances would still have to be travelled. The physical space to make improvements is also extremely limited, making this an impractical solution. Moreover, disconnect of the Quays may impede and have implications on the envisaged synergy between the two sites, with the benchmark quality of place not delivered.
Moderate intervention – delivery of the project with reduced budget, using alternative materials/design team. This option would not fulfil the principles and aspirations set out by the project or in the wider scheme Masterplan. Bath Quays Bridge was subject to an international design competition specifically targeted at delivering a bridge of sufficient quality for this prominent site and capable of winning wide public support. Innovative design is therefore a key attribute of this delivery; it must appeal to key stakeholders and prospective occupants of the Quays and serve as a focal point reinforcing the ‘tone’ of the wide scheme and EZ development.
The Project – delivery of proposed ‘Bridge Between History & Modernity’. The Marc Mimram concept has been designed closely in accordance with the Council’s core principles and sensitivity considerations surrounding Bath as a World Heritage City. The Council believes this design is effective in encapsulating the city’s aspirations for the Bath Quays sites, as well as significantly improving the sites connectivity. Delivery of the proposed design would satisfy principles established in the aforementioned Council guidance publications, thus realising the long-term vision for this area. Visually the bridge will serve as a focal point of the new business district of the Quays, located at the heart of the EZ. Moreover, it is considered that the expenditure related to the chosen scheme provides far reaching socio-economic benefits to the City economy (see section 10 for Economic assessment).
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7.0 State Aid Considerations
1. Is the assistance granted by the state or Assistance is to be granted in the form of through state resources? Local Growth Fund (LGF) grant. This will flow from the West of England LEP to Bath and North East Somerset Council for the purpose of delivering a new piece of public infrastructure.
2. Does the assistance give an advantage to Quays bridge is a piece of open access public one or more undertakings over others? infrastructure to be adopted by the highway authority. 3. Does the assistance distort or have the The assistance will not distort competition, potential to distort competition? as the application of funds is applied to open access infrastructure. Works contracts will be procured following the Council’s standing orders and necessary public procurement legislation. 4. Does the assistance affect trade between The assistance is not deemed to affect trade Member States between member states. If the value of contracts exceeds OJEU thresholds works will be procured in accordance with EU legislation.
8.0 Equality and Diversity Impact Assessment
Introduction
The over-arching message communicated via the West of England Vision 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.
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This development primarily delivers against objective 3, however, it is important to note that the project assists in facilitating the achievement of each of the five objectives.
The project 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 carefully considered actions, 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.
West of England Vision 2030
Strategic Objectives
Drivers of Growth
Inward Business People & Investment Support Skills
Place & Infrastructure
Bath Quays Equality & Diversity Actions
Cross-Sectoral Interventions Priority Sectors Enterprise Zone & Areas
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Equality & Diversity – Bath Quays Bridge
The project will deliver substantial connectivity improvements to this part of the city, and between the Quays sites. It will form a vital piece of highways infrastructure, forging a strategic route to facilitate movement between key residential and employment sites. For the purposes of the Equality & Diversity assessment it is important to adopt a holistic view of the Bath Quays scheme, and view the project in context. However, it is also worth noting that although the bridge is part of a wider scheme, mitigating actions have been developed to ensure the bridge does not prejudice the Quays.
It is clear that the Quays scheme will contribute to the maximisation of impact in relation to the LEP identified Drivers of Growth and key sectors – specifically contributing in the area of ‘Place and Infrastructure”, and through the delivery of significant growth in office space, also impacting on the “SME Business Support” Driver of Growth and the “People-Knowledge Economy, skills and social inclusion” Driver of Growth.
The LEP is clear that the potential which our region’s rich diversity brings is a core element of innovation, creativity and performance; and thus economic growth. Through its Equality & Diversity Impact Assessment, the LEP is clear on its strategic focus for Equality & Diversity. The Quays Scheme complements and will contribute to the achievement of these strategic objectives, listed in the below table:
LEP Equality & Diversity Impact Assessment – identified strategic Scheme objectives Contribution Driver of Growth: “Place & Infrastructure” Remove local barriers to access to work, education and services. Ensure use of inclusive design principles and community engagement, to meet the key components of successful place making which include: ‒ Sustainable access and connectivity, ‒ Provision of services and amenities, ‒ Balance between built and natural environments, and ‒ Provision of housing mix Work with housing associations and delivery partners to provide affordable, well-designed, well-located and well-connected housing. Implement the policies and programme of the Joint Local Transport Plan 3 (JLTP3) which promote accessibility as a strategic goal.
Driver of Growth: “SME Business Support” Improve business capability across the full SME sector by promoting the value of integrating equality and diversity practices to enhance
success and growth. Driver of Growth: “People–Knowledge Economy, Skills and Social Inclusion” Ensure the needs of all social groups are met through our wide-
ranging activities to improve employability.
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Within the scheme the Quays Bridge will be critical in realising objective three of the WoE Strategic Objectives “creating places where people want to live and work, through delivery of essential infrastructure including transport and housing to unlock suitable locations for economic growth.” The bridge will drastically enhance the connectivity of the area; particularly to Oldfield Park and surrounding residential areas, enabling sustainable routes to facilitate access to new employment sites, and support the provision of office space and amenities.
The project is well aware of the equality & diversity related challenges pertaining to the project design and delivery. When examining the Protected Characteristics as set out within The Equality Act 2010, it is clear that the key issues for detailed consideration in relation to the scheme design relate to the characteristics of Disability1 and Age2 3 4.
The bridge project design will comply with best practice in inclusive design principles and also seek to deliver again the Bath Place-making plan and Enterprise Area core values. A range of issues will be considered and addressed as an integral part of the bridge design consultation and these include:- • Access Routes and links to public transport • Ramps • Gradients • Resting Places • Surfaces • Signage • Heath & wellbeing of people – noise, pollution, overheating • Lighting • On-going maintenance & management • Engaging public spaces • Considerate Constructors scheme during construction for the community benefits • Brownfield site regeneration to bring back in use underused or derelict sites and create a vibrant new area of Bath. • Green – green building and infrastructure and ecology. • Health and Wellbeing – promoting leisure, sustainable transport, the outdoors and socialising.
1 Source: Census 2011. 16.10% of residents in the BANES area have a disability. This shows a slight increase from 2001 (15.85%). 2 Source: Census 2011. 17.9% of residents in the BANES area are aged 65+ 3 Source: Office for Disability Issues ‒ In Britain over 10 million people have a limiting long term illness, impairment or disability - this is over 18 per cent of the population. ‒ The most common types of impairment for adults in Britain are those associated with a difficulty in mobility, lifting and carrying. ‒ The occurrence of disability increases with age - around 1 in 20 children are disabled, compared to around 1 in 7 working age adults and almost 1 in 2 people over state pension age. ‒ The likelihood of multiple impairments increases with age. 4 Source: Office for Disability Issues. It should be noted that almost 1 in 2 people over state pension age have a disability with most common types of impairment being those associated with a difficulty in mobility, lifting and carrying. As such, in this instance it is important to link disability and older age when analysing impacts. 15 Doc v.1 Last updated May2016 Submission date:30/11/16 Submitted by: B&NES Approved:
• Wider movement strategy – Sustrans and CCAF Bid delivery plan to maximise connectivity with existing cycle network.
Ensuring the space and buildings are as accessible as possible will not only ensure that as many people as possible can share an improved area and undertake new or different journeys, but also that the new jobs created are as accessible for as many local people as possible including those with disabilities. The bridge will be instrumental in achieving this, and will further enhance safe and sustainable transport.
As a result of the consideration of impacts relating to all protected characteristics, this project has an opportunity to ensure positive impact through ensuring and promoting excellent levels of accessibility within both the project design and delivery.
As a result of the analysis of the messages emerging from the SEP Equality & Diversity Impact Assessment, and our own specific research and consideration of the equality issues pertaining to our scheme, we have set our objectives for equality & diversity which will ultimately accelerate the successful delivery of the WoE SEP.
Accessibility
To ensure that the south landing effectively connects with Lower Bristol Road, highway improvements are proposed to be made to Lower Bristol Road in the vicinity of the BMT car park access, which will include widening the footway in front of the Newark Works building to provide and link to a proposed 3m wide central island crossing of the Lower Bristol Road.
It is also proposed to create a short section of shared footway/cycleway on the south side of the Lower Bristol Road using the existing 3.1m wide footway, with connections onto and off carriageway being provided on both sides.
Masterplan proposals for the Bath Quays North area are currently being developed. On the north bank, because the bridge will land at a level that is compatible with the provision of future developments, the initial link to the southern Green Park Road footway will be by way of a shared surface ramp with a gradient of 1 in 6 being proposed to cater for cyclists, with an adjacent set of steps also being proposed for pedestrians.
In terms of wheelchair users, and other pedestrians unable to negotiate the steps or 1:6 ramp, a route with gradients no greater than 1:20 will exist eastwards along the Green Park Road southern footway, south along the footway/cycleway to be provided on the former line of Avon Street then back westwards on the footway/cycleway on the former line of Green Park Road.
For those travelling to the bridge from the east, including Avon Street (which leads into the city centre), two options exist, these being either the footway along the south side of Green Park Road or the route southwards via the footway/cycleway to be provided on the former line of Avon Street and then westwards on the footway/cycleway on the former line of Green Park Road to the bridge landing.
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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 which contribute to the maximisation of our success in delivering the Bath Quays Bridge scheme.
Objectives and Actions
Objectives Key Actions Intended Impact
To ensure that equality We will utilise the appropriate The successful construction & diversity questions Council systems and checks within contractors have in place are specifically built-in the procurement process. policy and practice which to procurement demonstrate the importance activity in relation to of embedding equality & construction contracts. diversity into all aspects of business life.
To ensure that best We will review all aspects of the The scheme design is practice in inclusive scheme design to ensure successful in maximising design forms an compliance with best practice in accessibility for all, integral and central inclusive design. particularly taking into part of the project account the existing cycle design. and walkway networks and ensuring that the scheme balances the needs of residents and visitors with disabilities.
To ensure that We will liaise with stakeholders, in The scheme design is consultation in relation particular disabled people and successful in maximising to the scheme design is older people, on an on-gong basis accessibility for all, appropriate and in order to review the particularly taking into impacts upon the implementation of best practice in account the needs of scheme design where inclusive design. disabled residents and appropriate. visitors.
9.0 Environmental Sustainability Considerations
Environmental & Ecological
Given the nature of the project and the availability of information relating to adjacent and overlapping sites, physical site based survey work is not considered 17 Doc v.1 Last updated May2016 Submission date:30/11/16 Submitted by: B&NES Approved:
appropriate. A full Environmental Impact Assessment was not deemed necessary to be submitted with the planning application. An ecological assessment has been undertaken by Nicholas Pearson Associates on behalf of B&NES. Recommendations of this assessment will be fed into bridge design and construction methodology to ensure bridge delivery is fully compliant with relevant legislation and planning policy, and takes requisite mitigating actions to minimise environmental and ecological impacts.
River Avon
The River Avon SNCI is an important wildlife corridor for a number of animals, in particular bats but also for species such as the Eurasian Otter, Kingfisher (Alcedo atthis) and water vole (Arvicola terrestris). The river is recognised for both its aquatic and marginal habitats and provides important links through the city, as well as between sites within and around Bath itself. Placing a structure of this type across the river corridor without due consideration could have potential impacts both during the construction phase and into the operational phase. The project will therefore develop a methodology to ensure than no adverse impact is created, specifically in relation to;
• works to the southern river wall (general); • demolition of the jetty structure (otters & bats); • demolition of buildings (bats); • removal of existing bankside trees/vegetation (otters & bats); • impact to nocturnal animals due to light spill from bridge lighting (otters & bats); and • impact to river due to release of silt/ contaminants during works to river bank/ wall.
The project team will ensure that all potential impacts are mitigated and managed through appropriate design and working methods.
Bats
Given the proximity of the bridge to the River Avon, lighting will be a factor when considering the impact on Bats at this site. An initial obtrusive light spill report has been prepared by Hoare Lea which shows some areas of potential light spill into the river corridor. Due to the sensitive nature of the river corridor and its association with light-shy species’ of bats (e.g. lesser horseshoe bats), any increase in lighting above the existing levels could result in a negative ecological impact to these species unless careful consideration is given to lighting design.
The bridge design will include handrail light fittings to allow the bridge to be safely used by pedestrians and cyclist during the hours of darkness. In order to mitigate impacts of light spill, the design team have produced a lighting scheme for the bridge which aims to reduce the potential impacts to nocturnal/light-shy animals using the river corridor. The bridge will be lit by a hand rail lighting system designed to direct light where it is needed, and reduce unnecessary light spill. The use of ‘warm white’ LED light fittings with colour temperatures 18 Doc v.1 Last updated May2016 Submission date:30/11/16 Submitted by: B&NES Approved:
of less than 3000 K will further reduce the impact to wildlife (Bat Conservation Trust & E. Stone 2014).
A lux plot plan has been produced to show the potential light spill at various heights from water level to the bridge. The plans show light levels ranging from 0.0 to 1.3 lux with the majority of light spill falling below the 1.0 lux level. This should ensure that a dark corridor can be created to accommodate nocturnal animals using the river.
Demolition of Buildings 6 & 8
Bats have been shown to use the adjacent Bath Quays South site for commuting and foraging, with a lesser horseshoe bat night roost discovered in the Newark Works building. Surveys throughout the 2016 season have shown that bats are not currently associated with Buildings 6 & 8. Therefore, the demolition of these buildings will likely result in a negligible impact to bats (or any other protected species).
Otters
The proposal will involve the demolition of the existing jetty structure at the Bath Quays South bank which lies to the west of the proposed southern landing point of the Bridge. This will result in the loss of an otter resting point, as well as a potential holt. To reduce this impact, a new otter holt would be constructed, offsite, approximately 120 metres west of the existing holt on the newly created southern bank adjacent to Riverside Road. This would include planting, which should provide adequate resting opportunities, as well as the further potential provided by the new holt.
Northern Landing Point
Landscape design and planting has been considered within the Bath Quays North and Flood Alleviation works plans/proposals and includes a range of improvements to bankside habitat along this section of the river corridor. No significant impact to wildlife is expected, therefore no further recommendations were made in the ecological assessment.
Construction Phase Night time construction lighting is to be avoided as this could result in significant temporary impacts to the river corridor due to excessive light spill. Works involving bankside structures such as the river wall and the jetty, should be undertaken following standard Environment Agency guidance for works affecting a water course.
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Location of new (replacement) holt feature next to Riverside Road
Sustainability
Sustainability is central to the Council achieving its ambitions for the Bath Quays Bridge, across the Innovation Quays, and in the wider context of development set out in the Core Strategy. This project will facilitate a more sustainable transport route in this part of the city. It will tie into the wider cycle network and ultimately reduce air pollution and road congestion through the promotion of healthier modes of commuting for Bath residents.
Movement demand from cyclists alone (taken from appended 2016 HEAT estimate) is assumed at 361 one-way cycle movements per weekday, from cyclists residing in urban Bath crossing the River Avon to reach workplace destinations on the other side. Project completion is forecast to deliver an uplift of 1,444 cyclists – an increase of 300% in individual cyclists per day. 40% of new trips by bicycle were assumed to represent mode shift from cars. This will see a significant reduction in road users and associated congestion, thus reducing CO2 emissions and improving air quality and noise levels.
Wellbeing
Uplift estimates assumed for Bath Quays Bridge can be considered conservative in some ways. For example, the estimation of pre and post scheme cycling demand is predicated on Census journey to work data for residents in urban Bath only, it does not
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consider commuter cyclists who live outside urban Bath but might travel across the River Avon at this location. It is worth noting that there were in excess of 33,000 workplace employees in Central Bath in 2011. This is likely to increase significantly with development of Bath’s Enterprise Zone. Therefore, the predicted level of commuter cyclists using the bridge (1,444) will only represent a maximum of 4% of all employees in the City Centre. Further, review of SUSTRANS case study evidence suggests that implementation of major cycle schemes can see uplift rise to tenfold. Again, this will have positive implications on congestion and vehicle emissions, as well as health benefits associated with an increase in bridge users transport mode shift.
Economic Case
10.0 Economic Appraisal
This economic appraisal considers the economic impacts directly resulting from the programme, as well as the impacts associated with the wider scheme.
Programme Level Economic Benefits
As discussed, the project will provide a safer alternative route for users than those currently in use within the city. Crucially time spend travelling on the busy Lower Bristol Road will be minimised, and a vehicle-free bridge crossing delivered. Estimates provided by the appended HEAT assessment found a 26% reduced risk of mortality resulting from the provision of a safer cycling solution. The number of deaths per year prevented by this change is taken to be 0.57. When financially projected the value of the average annual benefit, averaged across 30 years is: 473,000 GBP. The value of the total benefits accumulated over 30 years is: 14,190,000 GBP – a significantly higher figure than bridge delivery. This calculated against construction cost equates to a BCR of 4.52:1.
Construction Jobs
The overall construction cost of the Bath Quays Bridge is £2,846,404 million.
Construction will commence in March 2017, and run approximately to March 2018. Construction expenditure will take place in one year (financial year 2017/18).
Using an average output per annum of £90,0005 for an employee in the Construction sector the direct impact of Employment associated with the construction work is calculated at 31 (FTE) which equates to 3.5 Full Time Equivalent (FTE) jobs6.
5 Using latest Impact Guidance Notes for Infrastructure Project published by WEP August 2015
6 Where an FTE job is 10 years of employment. 21 Doc v.1 Last updated May2016 Submission date:30/11/16 Submitted by: B&NES Approved:
Scheme Level Economic Benefits
As demonstrated, the Quays Bridge will not only deliver an independent piece of public infrastructure greatly enhancing access to the Quays; but also have an enabling role to play in the creation of ‘place’ – somewhere attractive to relocating businesses and prospective employees. Although not contributing to job creation, the delivery of Bath Quays Bridge will support the delivery of new jobs across Bath Quays;
Methodology
Job estimates of the Bath Quays Scheme have been calculated using standardized Employment Factors as identified in the HCA 2010 Employment Densities Guide. Calculations of outputs for Quays South are based on floor space figures submitted in the planning application. Outputs for Quays North have been generated using the same HCA methodology, using floor space figures taken for the pre-app masterplan area schedules.
Gross jobs estimated by:-
• GIA floor spaces converted to NIA sq m. • Office to FTE multiplier used at 1/12. FTE jobs multiplier is 1.30. • Retail used at 1/18. FTE jobs multiplier is 1.33. • Managed workspace used at 1/15. FTE jobs multiplier is 1.14.
From Gross to Net Jobs:-
• Gross jobs less displacement. • Gross Direct Less 40% Deductions (30% Substitution through Relocations and 10% Leakage out of B&NES). • Type II Employment Multiplier (To Generate Net Additional Jobs - Gross Direct Jobs + Indirect Supply Chain Jobs + Induced Jobs). Office 1.69; Retail 1.32 multiplier. • Net Additional Jobs (Gross Direct Jobs Net of Deductions and with Supply Chain and Induced Impacts).
Smart Growth Analytics have calculated Economic Impact Assessment output estimates resulting from development of the Quays. As previously described the Employment figures have been calculated from the HCA Employment Density Guide. From these figures the gross GVA is determined. Key outputs of the scheme are listed in table 1.0.
The site is within the City Deal fiscal boundary for the Bath City Riverside Enterprise Zone. The project will enable sites which will provide a significant contribution to business rate uplift within the EZ.
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Table 1.0 Net Impact of Innovation Quays
Gross Impact Net Impact Employment 2713 2,706 GVA - Millions 173.3 156.6 Total Construction Jobs 249 - Including Suppliers & Induced Total Commercial Floor Space 33,386 - Delivered
Financial Case
11.0 Scheme Cost
Capital Elements
Cost Heading Total projected eligible expenditure (£) Internal Costs 211,750 External Fees 686,690 Works Costs 2,846,404 Project Risk Allowance 355,156 Total £4,100,000
The construction costs shown are based upon estimates prepared by Capita and adjusted for inflation, fees and internal costs by B&NES Project Managers. There is no revenue element associated with this project.
12.0 Spend Profile and Funding Sources
The total cost of the bridge and associated works is estimated at £4.1m. NB the principle funding CCAF 2 (£3.137m) is inclusive of £100,000 for implementation of the Sustrans Cycle Action Plan.
The funding of the project is detailed as follows;
CCAF 1 £127,000
CCAF 2 £3,137,000
EDF/ other £411,000
LGF £425,000
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Capital Spend (£000s)
£000s 15/16 16/17 17/18 LGF 425 Other funding - 411 Future LGF/other (EDF) CCAF2 3,137 CCAF1 127 Cumulative total 127 552 4,100,000
Total Spend (£000s)
£000s 15/16 16/17 17/18 LGF 425 Other funding - 411 Future LGF/other (EDF) CCAF2 3,137 CCAF1 127 Cumulative total 127 552 4,100,000
Commercial Case
13.0 Procurement
Procurement of the project will be undertaken in accordance with B&NES Councils Contract Standing Orders (CSOs) for publicly procured works and follow B&NES Council Procurement Code.
In response to the Government’s requirements, the Council has formulated its own Procurement Strategy. The strategy has been compiled within the context of the Community Strategy and the Corporate Plan and helps define the role of procurement in the delivery of the Council’s key objectives. The procedure to be followed is dependent upon the estimated value of the procurement in question, which is detailed in the table below. (The total procurement value is the Council Budget plus any external funds):
Value of Procurement Award Procedure Up to £5,000 Demonstrate VFM £5,001 - £25,000 2 written quotations £25,001 - £75,000 3 written quotations / tenders £75,001 – £EU Limits 3 written tenders 24 Doc v.1 Last updated May2016 Submission date:30/11/16 Submitted by: B&NES Approved:
Above £EU Limits Dependent on procedure
Procurement process will run as follows:-
• Design team has been procured via an international design competition; a two stage competitive process. The design team have been appointed under an NEC3 Professional Services Contract.
• Works are to be procured and delivered in two packages; substructures are to be procured as part of the Bath Quays South works contract, (a 2 stage tender process with a mini-competition via the Southern Construction Framework Lot 1).
• The superstructure fabrication and installation will be procured via a restricted tender process. Both the Bath Quays South and bridge superstructure contract forms will be NEC3 Engineering and Construction Contract Option A.
• The Bath Quays South works contract is expected to exceed the OJEU threshold for works and will follow OJEU processes accordingly.
• Award of the Bath Quays South works contract is envisaged in Q1 2017. Award of the superstructure contract is anticipated in Q2 2017. .
14.0 Operation and Financial Viability
The bridge and routes between the bridge and existing Highway will be adopted by the Highway Authority, (B&NES Council) and therefore operated and maintained by them as part of the highway network. Financial provision for maintenance and operation will be made by the Council with funding drawn from income realised across the Bath Quays sites.
Management Case
15.0 Project Governance and Delivery
The BQB project will form part of the larger B&NES Council Bath Quays programme, which is being co-ordinated by B&NES Project Delivery Team under Programme Director, Simon Martin. The Bath Quays Bridge element will be run by Project Manager, David Reynolds. B&NES Council has designated two client roles for the project; Highways and Regeneration. Highways are involved to ensure the bridge is adoptable and maintainable and Regeneration will ensure it fits into the wider strategic vision for the enterprise area.
The Quays Bridge project forms part of the Enterprise Area programme. This programme ultimately reports to the Council’s Senior Management Team and political representatives. Delivery of the EA Programme is governed by;
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Enterprise Area Programme Management Board (PMB)
Programme Management Board includes the B&NES Strategic Management Team (SMT) of the Chief Executive and Strategic Directors plus key members of the Regeneration Team. Therefore it has cross directorate and strategic partnership attendance to assist the delegated decision makers in directing Programme and Project Delivery.
The PMB’s primary function is to support and assist the Leader and Strategic Director of Place to lead the Enterprise Area delivery programme and support decision-making delegated to these individuals via the Council’s formal decisions.
Project Steering Group
Project Steering Group (PSG) Project specific leadership group that governs delivery of individual projects and administers contracts, agreements and partnerships contracted for the delivery of the project. Chaired by the nominated Project Sponsor(s) and assisted by Client Lead Officer and Project Director/Manager.
PSGs include representation from project partners and contracting parties with the primary function to govern and oversee the execution of the project via the contractual delivery mechanisms put in place specific to each project.
The programmes governance link to the Council corporate capital, risk and decision-making processes in the normal way.
Project Director Reviews
Project Director Reviews (DR) The DR relates to the execution and delivery of specific projects falling within the EA where the Council have a contracted, delivery or major role to play in facilitating their delivery.
The following Organograms sets out the Project Structure for the Enterprise Zone and Quays Bridge project:
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Bath Enterprise Zone Governance Structure
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Programme Team Structure
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16.0 Programme Plan
The development is in RIBA Stage 3. The agreed development programme has the following milestones:-
• Planning application submitted: 07/11/2016. • Planning decision anticipated: February 2017. • Works commence: March 2017. • Bridge completion (linked to CCAF funding deadline): March 2018.
See appended Gantt Chart for a more detailed programme plan.
17.0 Land Acquisition, Planning and Other Consents
The planning application comprises of four key elements:
• demolition of existing building (Boiler House) and two (2) no. associated arches; • provision of new bridge crossing of the river Avon for pedestrian and cycle use; • new public realm on the North and South river banks, and; • landscaping, a new river wall and links to the existing highway network.
Land acquisitions:
• Air rights over the Canal from the towpath to the midpoint of the river. Lawyers in discussions with Canals & Rivers Trust for dedication of airspace to highway usage. • The South bank landing to the middle of the river is owned by BMT. Acquisition of BMT land will be necessary to enable delivery of southern landing and abutment. A deal has been agreed with BMT as part of the Bath Quays South Project and that project will incur the cost for this land.
Other consents/approvals:
• English Heritage/ Listed buildings. The landing area on the south bank includes a listed curtilage structure. Removal of some of this structure will be required. This has been discussed with Historic England and there is agreement in principle that the removal will be possible if it can be justified. • Archaeology. • Wessex Water – drainage consents.
18.0 Service Diversions
Disruptions to surrounding businesses on both landings will be minimal as no highway closures will be necessary during construction phase, with pedestrian and cycle pathways to be re-routed around construction site. It will be necessary to close the immediate stretch of the River Avon for a short period of time approx. 2 days during
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construction to allow for bridge framework installation; however this will be pre-agreed with Canals & Rivers Trust.
19.0 Engagement and Consultation
Statutory Consultation has taken place as a prerequisite to submitting the planning application. There Council have been committed to engaging the public at key stages throughout the concept design process and during the design selection competition. A range of stakeholder engagement sessions have been implemented, including a ‘Top Trumps’ design competition aimed at engaging schoolchildren. Council received a strong public uptake Further engagement with stakeholders will take place during the detailed design process, and again at a later date regarding work sequencing etc. once a contractor is appointed. These consultations are held in the Guildhall on a designated day and evening to provide information upon the project and the programming and sequencing of the works and to receive feedback and comment.
Key stakeholders;
The key stakeholders are the statutory authorities directly affected by the proposals; namely the Highway Authority, (B&NES Council), the Navigation Authority, (the Canal & River Trust) and the Environment Agency.
All are involved in pre and post planning consultations as well as being statutory consultees to the planning process. Further engagement with all three bodies will be required to secure various statutory approvals relating to the design and works proposals over and above securing planning consent for the works.
Key engagement/consultation to date;
• Public consultation was undertaken during the design completion in 2015. The winning design was also the public’s favourite.
• Pre-planning consultation has also been undertaken, with statutory consultees, non- statutory stakeholders and the wider public.
Future engagement/consultation; • Further consultation with statutory consultees and non-statutory stakeholders as may be required during the planning determination process.
• Further consultation with statutory bodies with a view to securing approval of the design and works proposals in relation to other statutory consent processes.
• Further engagement with other stakeholders including local businesses and residents as the project progresses through design development and the construction phase.
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20.0 Risks, Constraints and Dependencies
Top 5 Risks Risk Consequence Likelihood Impact Strategy Current Commentary Owner ( 1-5) (1-5) to Status of on current status of Manage Actions actions Risk RAG Risk that cost Project Overspend in 3 3 Tolerate Mitigation In discussions with CRT. allowances for Client acquisition Action acquiring air rights budget. Underway from CRT may prove to be insufficient (£50k currently budgeted to cover acquisition and associated legal fees) There is a risk that Design Revised design 3 3 Treat Mitigation SI results awaited to verify the proposed Team and/or anchored Action suitability of proposed wall sheetpile wall solution to ensure Underway solution. Circa £20k risk solution will need lateral deflections assuming anchors can be to be changed. are sufficiently accommodated beneath resi controlled. basement level. There is a risk that Project Forcing 3 3 Treat On Target Proposal will be broached the Planning Manager construction of with Planning Authority Authority may the river wall during determination reject a proposal to from the river, period. take down the potentially retained arches for increasing the construction construction period costs. There is a risk that Project Increased project 3 3 Treat On Target Trial pit to be undertaken to the existing north Manager construction time pile cap depth behind river river wall may have and costs. wall. to have anchors rearranged to accommodate the pier substructure pile cap and piles. Risk that project Project Increased costs 3 4 Treat On Target Council to appoint may not be able to Manager associated with Contractor via Scape secure a steelwork bridge delivery Framework to provide early fabricator at an contractor input. ECI activity acceptable price will include sourcing suitable level, given the steel work fabricators and current low locking one into contract. number of fabricators in the UK market and market demands from other projects
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21.0 Project Assurance
The Council Property Division operates PRINCE2 Project Management procedures. All projects are required to report monthly to Divisional Directors (Director Review) where the project has to report on programme, design, costs, change control, risks, engagement, funding and third party issues.
All change control will go through Divisional Director approval. All projects have an external Quantity Surveyor who provides independent monthly cost reports, which are scrutinised and interrogated at Director Reviews. Specific assurance actions as follows;
• Cost, technical design and buildability reviews were undertaken in 2015 as part of the evaluation of the 6 design competition entries.
• Category 3 check of bridge design is being undertaken by CH2M Hill.
22.0 Monitoring and Evaluation
22.1 Scheme background & Executive Summary
The Bath Quays scheme, in the City’s Riverside Enterprise Area, is a Bath and North East Somerset (BANES) Council project to develop a new Central Business District in the centre of Bath. The land is owned by the Council and comprises: Bath Quays North (Avon Street car park and coach park) and Bath Quays South 0.84 ha (2.08 acres) including the former Grade II listed Newark Works site. The two sites are divided by the River Avon and are to be linked through the provision of a new footbridge. The Bath Quays site is identified for development within the Bath City Riverside Enterprise Area Masterplan7. BANES Economic Strategy identifies a lack of modern accommodation as a key barrier to growth.
The Quays Bridge will deliver substantial connectivity improvements to this part of the city, providing an additional non-vehicular crossing point between Midland and Churchill Bridge. The bridge will form a vital piece of highways infrastructure and strategic route directly linking the large residential areas to the south of the river with key employment sites in the north. Moving forward, as the Innovation Quays scheme progresses the bridge will be crucial in facilitating access and movement to the new business district, as well as forming an intrinsic linkage between the two Quays sites.
WoE LEP Strategic Economic Plan identifies the need to invest in strategic infrastructure to facilitate the release of sites within the Enterprise Area.
The overall total cost of the Bath Quays scheme is £241m (excluding the Quays Bridge), of which £36m is sought from the Economic Development Fund (EDF), £128m from private
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match funding and £76.95m from public match funding. The Bath Quays Bridge total cost is £4.107m, of which the principle funding comes from CCAF at £3.1m (inclusive of £100K for Cycling Action Plan).
Given the fundamental differences in deliverables between the Bridge and Quays sites, it will be necessary to undertake a separate M & E appraisal for the Bridge to ensure it can be appropriately monitored. The Quays Bridge will be a crucial piece of enabling infrastructure within the wider Quays scheme; however the measurable deliverables are disparate to those of the Quays employment sites - i.e. providing connectivity rather than quantifiable floorspace. Therefore to ensure a robust, quality M & E appraisal the Quays and Bridge will have standalone evaluations.
As set out in the DfT CCAG guidelines, the Department wants a single evaluation report for its programme. Sustrans have been engaged to review the monitoring and evaluation plans for the existing eight cities. The West of England councils agree:
a. to work with Sustrans to improve monitoring and evaluation processes for the first two years of the Cycle City Ambition programme, as needed; b. to work with the Department to enable a single comparable end programme evaluation for the 2015-16 to 2017-18 Cycle City Ambition programme.
For the Bath Quays Bridge project, before and after monitoring reports will be produced. Monitoring and evaluation of the schemes will also be incorporated in to existing reporting processes including the existing CCAG monitoring.
Bath Quays North Key Milestones Bath Quays South Key Bath Quays Bridge Key Milestones Milestones Planning approval Sep 2017 Planning Feb 2017 Planning approval Feb 2017 approval Infrastructure works Apr 2018 Infrastructure Aug 2017 Infrastructure works March 2017 commence work commence commence Infrastructure works Jan 2023 Office Dec 2018 Infrastructure works March 2018 complete occupied complete First office occupied Jun 2022 (exc Pioneer)
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22.2 Logic Model
Context and Rationale Provide a brief description of the strategic and policy context (link to local and national strategy policy). Briefly describe the market failure rationale for the intervention.
The WoE LEP’s Strategic Economic Plan seeks to: Create the right conditions for business to thrive; Ensure a resilient economy, which operates within environmental limits; and Create places where people want to live and work, through delivery of cultural infrastructure and essential infrastructure. This project has the potential to contribute to all three of these objectives by delivering a unique piece of enabling infrastructure. The underlying project objective is to complete the bridge crossing and associated public realm works to deliver an additional river crossing to service this part of the city. The bridge will also play a crucial role in unifying the Quays, and providing a safer, more sustainable route for commuters. The underlying objective is to deliver a unique piece of public infrastructure which harmonizes all established ‘needs’ of the site, both now and as the Riverside Enterprise Zone develops. The Quays Bridge project is part of a wider scheme to knit Bath Quays in to the wider urban fabric of the city, and address the lack of supply of high quality commercial business space within Bath through delivery of a new business district.
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 fulfil In order to address the aims and We expect that, once accomplished these We expect that if accomplished these We expect that if accomplished these (Ensure that all aims/objectives are these aims/ objectives we need the following: objectives we will accomplish the activities will produce the following outputs will lead to the following change activities will lead to the following SMART) (Resources should not be limited to money e.g. following activities: deliverables: e.g. new products or services, skills, changes in service, organisation or grant, match funding, in-kind, project team, (What will the money be used for? e.g. (Provide measurable outputs e.g. length behaviour, new business/contracts, etc: community: specialist support, etc. The inputs define the construction, project management, of new road/cycle path, m2 of space (Ensure that all outcomes are SMART and (quantitative economic impacts e.g. scope of the project being considered in the logic equipment/fit out, etc): constructed/refurbished, number of relevant to the aims/objectives to allow indirect jobs and/or GVA to be cross- model ) businesses supported, learners engaged, for attribution; distinguish between direct referenced with FBC as appropriate) etc) and indirect outcomes)
• Submit planning application: • Cycling uplift - 2016 HEAT • HEAT assessment found a Construction jobs 07/11/2016. estimate assumes 361 one- 26% reduced risk of way cycle movements per mortality resulting from • 31 (FTE) which equates to CCAF 1 £127,000 • Undertake preparatory works weekday, from cyclists the provision of a safer 3.5 Full Time Equivalent of to enable detailed design (LGF residing in urban Bath cycling solution. The 10 years. crossing the River Avon. CCAF 2 £3,137,000 16/17 funding). number of deaths per year Project completion is forecast EDF £411,000 prevented by this change is • Substructure works to deliver an uplift of 1,444 £425,000 LGF commence: March 2017. cyclists – an increase of 300% taken to be 0.57. GRAND TOTAL £4,107,000 in individual cyclists per day. • Cycling uplift has health and • Superstructure fabrication Encourage cycling and quantified and delivery by restricted wellbeing benefits associated uplift in number of cyclists tender approx. March 2017. with behavioural change. commuting into central Bath as a • Safer infrastructure – fewer These are two key components of the Council’s result of new infrastructure. Facilitate • Public realm improvements road mortalities as a result of 2030 Vision for Bath. healthier and safer transport modes. and accessibility inadequate pedestrian and
improvements to Lower cycle infrastructure on • Bristol Rd. Connection with congested roads. Sustainability - 40% of new existing highways trips by bicycle were assumed infrastructure. to represent mode shift from cars. This will see a significant reduction in road users and associated congestion, thus reducing CO2 emissions and improving air quality and noise levels.
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• Sustrans Cycle Action Plan - to • Facilitating movement into ensure the successful delivery new key employments sites, Improve connectivity between south of the identified quantum of especially Oldfield Park and and north banks benefitting bridge usage in the timescales Bear Flat residential areas. communities and businesses in this set out. area of town. • Incubation, retention and attraction of businesses engaged in in high value added activities.
• Inventive and stylish bridge WoE Economic Goals visually connecting and defining the Quays as a new Creation of employment office quarter. Delivering a opportunities that are more highly focal point and flagship skilled and better paid than the development within the EZ. BANES averages. Diversify the economy to increase the proportion of high value added, low carbon high tech industries in the business base (leading to higher skilled jobs and higher average wages) Unity the Quays sites and delineate a new business district. BQN Employment (gross): • Office jobs – 1,316 FTEs • Retail/hospitality jobs – 152 FTEs • Home office jobs – 9 FTEs
BQS Employment (gross): • Office jobs – 395 FTEs • Retail/hospitality jobs – 11 FTEs • Home office jobs – 9 FTEs • Managed Workspace – 223 • Synergy with the Bath Equality & Diversity actions associated Riverside Project by further with delivery will ensure both the enhancing the connectivity of bridge and public realm are accessible Bath to its river through the by as many communities and people as Improve the public realm and utilise Quays Waterside project and possible. the beauty of the River Avon. public realm.
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22.3 Evaluation design and methodologies
Monitoring and evaluation will follow the policy established by DfT CCAG guidelines. The framework will inform the before and after monitoring reports and is comprised of:
1. Direct scheme specific monitoring; 2. Wider strategic transport related indicators; and, 3. Complementary economic indicators.
These three components and the associated data requirements will now be considered in turn.
22.4 Data requirements
Access to Scheme Beneficiaries
There are three key categories of beneficiary associated with the bridge: local residents wishing to cross the river at this point, scheme employees and employers, and those travelling from further afield. Data collection methodology aims to access and engage with aforementioned beneficiaries to evaluate project.
Direct scheme specific monitoring
Volumetric Surveys: There is a programme of before/after volumetric cycle and pedestrian surveys around the Cycle City Ambition scheme. This includes a ‘cycle matrix’ of automatic surveys and manual classified surveys used by the West of England Authorities to report on the Joint Local Transport Plan.
User Surveys: User surveys (cycle/pedestrian road-side interviews) will also be carried out post implementation. This will be important to assess levels of mode shift and user satisfaction, and provide key data in terms of origin and destinations of users.
Road Safety Monitoring: The scheme will also be monitored in terms of safety, with casualty data used to assess the benefits of the scheme.
Complementary economic indicators
Support for the local economy and facilitating economic development are key objectives of the West of England Cycle Transformation project. Economic indicators will be evaluated from the specific Enterprise zone and areas described above, in terms of businesses and employment levels.
Wider Strategic Transport related indicators
The project will also be evaluated against wider transport indicators. The West of England Joint Local Transport Plan 3 (JLTP3) sets out an area-wide cycling indicator and wider impacts will
be measured through this. Wider impacts on cycling and walking, particularly for commuter trips will be evaluated through the annual Big Commuter count survey. The JLTP3 also includes indicators covering carbon emissions and air quality in the Air Quality Management Areas in the West of England. Trends in local air quality will be evaluated through this, which is of particular importance for this which lies within Air Quality Management Area.
Decongestion evaluation will be undertaken based on data provided annually by the Department for Transport. Health and Activity benefits of active travel will be monitored through a Quality of Life Survey, supplemented with the detailed user surveys for the specific schemes.
22.5 Delivery & Dissemination
The ‘before’ data and report will be produced during 2015, with the after ‘report’ produced in 2018. The reports will be locally distributed via the TravelWest website and other channels. The primary audiences of the evaluation include internal BANES audiences (to improve process and prove outcomes) and external funder audiences (to evidence impacts). Evaluation stakeholders include scheme employees, as well as the wider business community in this area, local residents, and the public (in order to share progress and achievements).
22.6 Resourcing and governance
A cost of £80,000 has been identified to assess the impact of the scheme and this will include the pre and post scheme opening monitoring reports. A monitoring and evaluation group for the will be established, including representatives from Sustrans, to develop the ‘before’ and ‘after’ reports and inform the Department’s single evaluation for the 2015-16 to 2017-18 Cycle City Ambition programme.
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Appendix 1.0 Risk Register
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Appendix 2.0 Bath Quays Bridge Master Programme
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Appendix 3.0
HEAT estimate 10 June 2016 -14:10 (v2.3)
• Reduced mortality as a result of changes in cycling behaviour
• The number of individuals cycling has increased between your pre and post data.
• There are now 1,083 additional individuals regularly cycling, compared to the baseline.
• However, the average amount of cycling per person per year has not changed. • The reported level of cycling in both your pre and post data gives a reduced risk of mortality of: 26 %, compared to individuals who do not regularly cycle.
• You have chosen to assess the benefits of 80 % of this change in reported levels of cycling • Taking this into account, the number of deaths per year that are prevented by this change in cycling is: 0.57
• Economic value of cycling • Currency: GBP, rounded to 1000
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The value of statistical life applied is: 1,654,000 GBP Based on a 5 year build up for benefits, a 3 year build up for uptake of cycling, and an assessment period of 30 years:
the average annual benefit, averaged over 30 years is: 826,000 GBP
the total benefits accumulated over 30 years are: 24,776,000 GBP the maximum annual benefit reached by this level of cycling, per year, is: 937,000 GBP This level of benefit is realised in year 9 when both health benefits and
uptake of cycling have reached the maximum levels.
When future benefits are discounted by 3.50 % per year:
the current value of the average annual benefit, averaged across 30 years is: 473,000 GBP
the current value of the total benefits accumulated over 30 years is: 14,190,000 GBP
Benefit-Cost Ratio
The total costs of: 3,137,000 GBP
Should produce a total saving over 30 years of: 14,190,000 GBP
assuming 5 year build up of benefits, 3 years build up of uptake, and discounting of 3.5 % per year The benefit to cost ratio is therefore: 4.52:1
Please bear in mind that HEAT does not calculate risk reductions for individual persons but an average across the population under study. The results should not be misunderstood to represent individual risk reductions. Also note that the VSL not assign a value to the life of one particular person but refers to an average value of a “statistical life”.
It is important to remember that many of the variables used within this HEAT calculation are estimates and therefore liable to some degree of error.
You are reminded that the HEAT tools provide you with an approximation of the level of health benefits. To get a better sense for the possible range of the results, you are strongly advised to rerun the model, entering slightly different values for variables where you have provided a “best guess”, such as entering high and low estimates for such variables.
©HEAT
© World Health Organization
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Appendix 4.0
Connect West - CCAG Bid Technical Note Addendum to support Value for Money assessment update
Introduction
This technical note acts as an addendum to Appendix I of the existing Cycle City Ambition Grant (CCAG) funding application. It outlines the methodology utilised to update the existing bid to reflect the proposed reallocation of funding from the Halfpenny Bridge and Locksbrook Bridge schemes to Bath Quays Bridge. The note sets out the key assumptions adopted to estimate the economic impacts of implementing the Bath Quays Bridge Scheme, as well as providing the rationale and justification to underpin these assumptions. Finally, the note presents the updated position on package-wide value for money as a result of inclusion of Bath Quays Bridge at the expense of the two schemes previously selected for inclusion. Methodology
Following the submission of the CCAG funding bid in 2013, the Department for Transport (DfT) have developed the Active Mode Appraisal Toolkit to assess the economic costs and benefits and value for money of walking and cycling schemes. The Toolkit consolidates the full range of economic impact categories that result from implementing walking and cycling schemes, including health benefits, decongestion benefits, journey quality impacts etc. This means it is no longer necessary to undertake separate, bespoke analyses to capture the economic impact of these different categories (e.g. via the Health Economic Assessment Toolkit (HEAT), spreadsheet-based WebTAG analysis etc). However, for consistency with the CCAG funding bid, DfT's Toolkit was not used in the current analysis. Instead, the approach adopted previously, using bespoke spreadsheet models and independent HEAT analysis, was followed for the updating work. Bath and North East Somerset (BANES) provided the base models and HEAT analysis for this purpose. These tools allowed the separate calculation of health and marginal external impacts arising from the schemes, before these impacts were aggregated into a holistic benefit-cost ratio at a package-wide level. By adopting this approach, this assessment ensures that the current analysis can be compared with the previous analysis on a 'like-for-like' basis, facilitating direct comparison of benefit-cost ratios for the previous and current packages. Key Assumptions
General Assumptions As a result of using the same methodological framework as previously, a number of the key input assumptions previously adopted for the 2013 CCAG bid were retained in the present analysis. These include:
• Cost assumptions for all retained schemes were fixed as per the 2013 CCAG bid. The costs for Bath Quays Bridge were included in line with the 'Exception Report' prepared by BANES (£3.137m). These costs are marginally higher than the combined cost of the two schemes no longer included in the funding bid (£3.12m). • Marginal external costs were based on WebTAG Databook benchmarks, using weighted averages across road types and locations.
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Marginal External Costs 11.5 Cost type (pence per car km) InfrastructureC ti A 0.1 Congestion - Band 1 1.2 Accident 1.6 Congestion - Band 2 2.8 Local Air Quality 0.1 Congestion - Band 3 9.9 Noise 0.1 Congestion - Band 4 87.6 Greenhouse Gases 0.9
Congestion - Band 5 155.0 Indirect Taxation -5.1 Total 9.2
• CO2 emission rates of 206.9g/km (average car) were used, based on DEFRA (2010) Guidelines to Defra / DECC's GHG Conversion Factors for Company Reporting. • 40% of new trips by bicycle were assumed to represent mode shift from cars. • 80% of health benefits resulting from the uplift in cycling would be attributed to the scheme • 90% of trips would include a return journey in the marginal external impacts analysis. • Average cycling trip length of 7.24km and average cycle speed of 14kph were adopted. • An annualisation factor of 220 was used, to reflect number of cycling days for commuters. • Three year build of cycling prior to maximum uptake for health analysis was assumed. • Value of life was estimated at £1,654,000, in line with previous version of WebTAG Databook. • Utilised a thirty year appraisal period. • A discount rate of 3.5% was used, as per HM Treasury Green Book advice.
amerto'rtji Updated Assumptions The number of pre-scheme cyclists was previously derived using survey data in proximity to scheme locations. However, Bath Quay Bridge is a proposed new structure therefore no such survey data was available to estimate current cycle use. Instead, current cycle demand was inferred from Census 2011 Journey to Work data. Analysis of this data reveals that 361 commuting cyclists reside in urban Bath and currently cross the River Avon to reach workplace destinations on the other side, but still within urban Bath. Therefore, current cycle demand is assumed to be 361 one-way cycle movements per weekday.
The level of post-scheme cycle demand is estimated through the application of appropriate uplift factors to pre-scheme demand. The Technical Annex prepared as part of the original CCAG bid implies that typically, an uplift factor of between 200% and 400% was appropriate to capture the number of postscheme cyclists attributable to cycling schemes included within the package. These uplift factors are applicable where new good quality routes are delivered as an alternative to on-road cycling.
Within this context, a mid-range increase of 300% over and above current cycling levels was adopted to predict future demand across Bath Quays Bridge. This factor is further justified in light of the following considerations:
• Bath Quays Bridge is centrally located at the heart of Bath City Centre, and will provide a traffic- free crossing point within the longest stretch of the River Avon where no bridges currently exist. It is also midpoint between the replaced schemes. • Further, Bath Quays Bridge provides an entirely new bridge as opposed to the replaced schemes (i.e. a reopened bridge at Locksbrook and a parallel bridge at Halfpenny). • The new bridge could achieve iconic status, in light of the high-profile design, engineering and architectural inputs.
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• It directly links the residential and employment areas in the north and south of the city, and in particular areas including Oldfield Park and Bear Flat to the city centre. • Bath Quays Bridge will link the two prime regeneration sites within the city, which together will deliver around 3,000 jobs, 150 homes and retail and other commercial land uses. • The wider Bath Quays area is a BANES regeneration priority and has already been allocated £60m of public funding.
Based on this rationale, the 300% uplift in cycling appears reasonable. Given current demand of 361 cyclists, a 300% increase in cycling demand post-scheme will lead to a quadrupling of daily demand to 1,444 cyclists using Bath Quays Bridge post scheme implementation. The uplift in individual cyclists is therefore estimated at 1,083 per day (one-way). This is above the combined uplift estimated to result from delivery of Halfpenny Bridge and Locksbrook Bridge (971), but is justifiable in light of the issues presented above.
In fact, the uplift estimate assumed for Bath Quays Bridge can be considered conservative in some ways. For example, the estimation of pre and post scheme cycling demand is predicated on Census journey to work data for residents in urban Bath only, it does not consider commuter cyclists who live outside urban Bath but might travel across the River Avon at this location.
Further, review of SUSTRANS case study evidence suggests that implementation of major cycle schemes can result in an uplift in a ten-fold increase in cycling. For example, provision of Diglis Bridge in Worcester resulted in cycling increasing by ten times baseline levels. This was attributed to the low number of viable cycling links across the River Severn in the city, meaning the bridge provided a step change in connectivity. Given the existing range of bridges in Bath, Bath Quays Bridge may provide an important but less sizeable step change in cycle demand compared to Diglis Bridge in Worcester. However, as a new cycle route, the impact of Bath Quays Bridge is likely to be greater than route improvements on existing routes and bridges (e.g. the Hessle Road Cycle Lanes in Hull), which tend to only generate a doubling of cycle demand. Therefore, the adoption of a 300% increase in cycling demand appears reasonable in light of the SUSTRANS benchmarks.
In addition, the analysis only considers cyclists whose journey purpose is commuting. The number of new cyclists attributable to the scheme could be much higher if education and leisure-based cycle trips were also considered (particularly given the planned new active waterfront and leisure destination centred on the River Avon in Bath).
For further sense-checks, it is worth noting that there were in excess of 33,000 workplace employees in Central Bath in 2011. This is likely to increase significantly with development of Bath's Enterprise Area. Therefore, the predicted level of commuter cyclists using the bridge (1,444) will only represent a maximum of 4% of all employees in the City Centre. This is in line with current mode share for cycling to work for Bath City Centre and is therefore considered realistic.
Given these findings, the assumption that cycling demand will increase by 300% over and above current levels, resulting in 1,083 new additional cyclists, is considered a robust assumption for use in updating the existing CCAG bid through inclusion of the Bath Quays Bridge scheme. Value for Money
Based on the methodology and assumptions outlined above, the existing CCAG analysis was updated by: • Removing the Halfpenny Bridge and Locksbrook Bridge schemes from the package-wide analysis, and, • Adding the Bath Quays Bridge scheme to the package-wide analysis.
The results of the updated analysis are presented below, at an individual and package-wide level, as well as in comparison to the previous analysis. The results demonstrate that by reallocating funding from
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WEST OF ENGLAND
LOCAL ENTERPRISE PARTNERSHIP Halfpenny Bridge and Locksbrook Bridge to Bath Quays Bridge, value for money for the package of investments will marginally increase, with the revised package achieving a BCR of 7.62 compared to 7.53 previously. Summary and Comparison of HEAT Benefits Existing Package Proposed Package Health Scheme Health Scheme Ref Route Health Health Benefits Costs Benefits Costs BCR BCR (£thousand) (£thousand) (£thousand) (£thousand) S1 Filwood 14,494 2,300 6.30 14,494 2,300 6.30 Quietway S2 Malago 8,897 600 14.83 8,897 600 14.83 Quietway Family Cycle S3 7,129 550 12.96 7,129 550 12.96 Centre N1 Southmead 1,888 100 18.88 1,888 100 18.88 Quietway N2 Frome 3,931 800 4.91 3,931 800 4.91 Quietway Safer Streets N3 1,386 200 6.93 1,386 200 6.93 Spaces E-W City C1 Centre 4,169 1,000 4.17 4,169 1,000 4.17 Quietway N-S City C2 Centre 10,637 2,200 4.84 10,637 2,200 4.84 Quietway Cattle Market C3 7,221 1,250 5.78 7,221 1,250 5.78 Road D1, T6, Door-to-door 13,307 588 22.63 13,307 588 22.63 B4 journeys D2 Legible 1,689 200 8.45 1,689 200 8.45 Network D3 Pinchpoints** 5,647 366 15.43 5,647 366 15.43 Bromley Heath T1 11,174 4,910 2.28 11,174 4,910 2.28 Bridge T2 Church Road 2,225 140 15.89 2,225 140 15.89 Bristol to Bath T3 Cycle Path 4,238 70 60.54 4,238 70 60.54 lighting Filton Road T4 5,795 70 82.79 5,795 70 82.79 lighting T5 Hayes Way 2,836 330 8.59 2,836 330 8.59
B1 Locksbrook 6,034 1,300 4.64 Bridge
Half Penny B2 6,676 1,820 3.67 Bridge B3 K&A Towpath 2,906 675 4.31 2,906 675 4.31 B4 Bath Quays 14,190 3,137 4.52 Bridge |
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Total 122,279 19,469 6.28 123,759 19,486 6.35
Summary and Comparison of Marginal External Impacts Existing Package Proposed Package Impact (£thousand) (£thousand) Decongestion 30,521 30,810 Infrastructure 265 268 Accident 4,246 4,287 Local Air Quality 265 268 Noise 265 268 Greenhouse Gases 2,389 2,411 Indirect Taxation -13,536 -13,664 Total 24,417 24,648
Summary and Comparison of Consolidated BCRs Existing Package Proposed Package Impact (£thousand) (£thousand) HEAT Benefits 122,279 123,759 Marginal External Impact 24,417 24,648 Total Benefits 146,696 148,408 Total Costs 19,469 19,486 Benefit Cost Ratio 7.53 7.62
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Appendix 5.0
Cycle City Ambition Fund
Bath & NE Somerset Council Change Request -14 June 2016
Background
Bath and North East Somerset (B&NES) have requested a change to the scope of their Cycle Ambition Fund 2 (CAF2) programme. The initial programme included improvement work to two bridges across the River Avon in Central Bath, Halfpenny Bridge and Locksbrook Bridge, the requested change will reassign the funding to a new bridge at Bath Quays, located between Halfpenny Bridge and Locksbrook Bridge on what is currently the longest section of the river in the city between bridges. Bath Quays Bridge will provide larger benefits, connecting the city centre to a new commercial critical mass on the south side of the River Avon, helping to secure growth in the City's Enterprise Zone.
The DfT asked Bristol City Council (BCC), as CAF West of England (WoE) lead authority, to conduct a peer review and provide assurance that the project is deliverable on time and to budget. The Gateway Review meeting was held on 19th May 2016 at the Guildhall in Bath attended by; Simon Martin (Programme Director B&NES); Peter Dawson (Group Manager, Transport B&NES); David Reynolds (Project Manager B&NES); Tim Hewitt (Regeneration Manager B&NES); Colin Rees (CAF2 SRO BCC); Andrew Whitehead (CAF2 WoE Programme Manager BCC); Douglas Sole (CAF2 Programme Support BCC); Jon Fairhurst (Engineering Manager, Sustrans).
The DfT asked for answers to the following questions:
Is there a business case for the Bath Quays Bridge? Is this better than the business case for the original bridges in the CAF2 programme? Is the Bath Quays Bridge deliverable within the CAF 2 timescale and to budget? What is the risk of it not being delivered? If the costs associated with the bridge increase to exceed the CAF 2 grant how will this shortfall be covered? What is the future plan for the original bridges included in the CAF2 bid? Will the planned improvements to these bridges still be delivered.
Business Case
The introduction of a new bridge linking Bath Quays North and Bath Quays South will provide a new piece of strategic infrastructure, linking two strategically important employment sites within the city centre and linking the residential communities to the north and south. The Quays development sites will deliver up to 3,000 jobs, 150 homes plus retail uses. The new bridge will land within a significant new area of public realm (Bath Waterside) which also delivers significant new infrastructure improvements along the northern bank of the river Avon, 47 Doc v.1 Last updated May2016 Submission date:30/11/16 Submitted by: B&NES Approved:
delivering enhanced opportunities for cycling and recreation. Together, these improvements will offer residents with a new, safe and purpose built route in to the city which offers significant safety and qualitative improvements and offers greatly enhanced access to employment and recreation opportunities within the city and further afield.
A business case for the Bath Quays Bridge (BQB) has been carried out utilising the same methodology as the original bid. A technical note is attached (Appendix 1) which acts as an addendum to Appendix 1 of the existing Cycle City Ambition Grant funding application. Based on conservative assumptions, the overall BCR is assessed at 1:6.35. The financial benefit to health is £123,759,000 over 30 years with a 3.5% discount rate. These indicators demonstrate better value for money than the previous assessment, as they are marginally above the corresponding metrics used in the previous submission (BCR of 1:6.28 and financial benefit to health of £122,279,000 respectively).
Deliverability & Funding Governance
The BQB project will form part of the larger B&NES Council Bath Quays programme, which is being co-ordinated by B&NES Project Delivery Team under Programme Director, Simon Martin. The Bath Quays Bridge element will be run by Project Manager, David Reynolds. Simon, David and their team have a great deal of experience and success in delivering bridge projects in Bath. Since 2012 the B&NES Project Delivery Team have successfully delivered two bridge projects on the River Avon in the city and are close to completing a third; a new LSTF funded cycling and pedestrian bridge at Bathampton and the refurbishment of two bridges linking into the Bath Enterprise area, the heritage Victoria foot bridge and the Destructor Bridge which carries general traffic (see addendum)
B&NES Council has designated two client roles for the project; Highways and Regeneration. Highways are involved to ensure the bridge is adoptable and maintainable and Regeneration will ensure it fits into the wider strategic vision for the enterprise area.
The Bath Quays programme including the BQB has full political backing with cabinet approval for the entire programme and full council approval was granted in February for £10m of spend.
Mobilisation
Outline design work for the bridge has already been undertaken and funding of £1m has been allocated, £180k of this was used to fund an international design competition, decided by a jury with technical advice, which selected the design for the new BQB.
Technical constraints at the site have been determined as part of planning and first phase delivery of a wider package of works for the Bath Enterprise Area, included ground investigation work. The design has taken into account flood, navigation, heritage and ecological issues.
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The public realm improvements at each end of the bridge are currently being reviewed to ensure that they minimise conflict between pedestrians and cyclists. These are comparatively minor changes to design overall, and should not have a large impact on cost or timescale.
A pre-planning application is currently being produced to include details of the public realm improvements at the landings. Timescales for achieving planning consent are realistic.
Contractors have recently been approached through the SCAPE process and early involvement with a contractor will assist in minimising risks of cost increases at a later date. This should also help minimise supply chain problems later in the programme and address statutory consents. B&NES are aware of ecological constraints at the site and have factored these in to their plans.
There are not expected to be significant restrictions to the construction methods used and access to the site is clear and unrestricted.
Work on the wider Bath Quays programme has already commenced, Green Park Road, which ran on the north bank of the river, adjacent to the north side of the bridge, has already been rerouted in preparation for flood mitigation works which are about to commence between Churchill Bridge and Green Park.
Stakeholders
There has been public consultation during the competition process. The intention to build this bridge has been widely publicised, there are for example public notices on the north bank of the river near Churchill Bridge showing an artist's impression of the new bridge with a timescale showing completion by early 2018.
Public objection is not expected to be an issue; the concept of a new bridge at this location is generally accepted, to date there has been a great deal of support and little opposition.
Up to 70 stakeholders have been engaged to date, including The Canals and Rivers Trust, The Environment Agency and ecological groups, Historic England and other heritage groups, cycling groups and local residents groups have been engaged through the wider Bath Quays Programme and will continue to be engaged with and consulted as the project progresses.
All statutory stakeholders have been informally approached. They will be formally consulted during the planning permission phase.
An agreement has been made with the Planning authority to carry out the bridge submission through a Planning Performance process where a more detailed consultation and engagement process is followed at the formal stage.
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Risks
A full quantitative risk assessment has been carried out. Although these risks could have an impact on the timescale or cost of the bridge they have been carefully considered and minimised.
The main risks discussed are listed below:
• CAF Funding:
A key risk identified by the project team is the uncertainty surrounding the CAF funding. Until this is agreed the project is subject to delays as further mobilisation cannot take place. This is a significant risk factor that could result in late project delivery. • Land ownership:
Land ownership has not yet been secured, but is agreed in principle. There are 2 sections that are not in council ownership:
Air rights over the Canal from the towpath to the midpoint of the river. This is owned by the Canals and River Trust (CRT). A protocol to deal with CRT was agreed when completing work on the Victoria Bridge. This specific issue has been discussed with CRT and agreed in principle. Lawyers are currently progressing this agreement. This is not expected to impact on delivery. The South bank landing to the middle of the river is owned by BMT. A deal has been agreed with BMT as part of the Bath Quays South Project and that project will incur the cost for this land. Heads of terms have been agreed and this deal is expected to be concluded shortly. • Listed buildings:
The landing area on the south bank includes a listed curtilage structure. Removal of some of this structure will be required. This has been discussed with Historic England and there is agreement in principle that the removal will be possible if it can be justified. Conservation experts were part of the competition jury. There is also some risk that the arch structures cannot be partially removed, this will be ascertained through surveys in the near future. The worst case scenario for this risk is that more of the curtilage structure than intended will need
to be retained. This will not affect the delivery of the bridge, but may affect the extent and impact of the public realm improvements.
• Supply chain issues, particularly with Steel:
There is some difficulty in procuring large quantities of steelwork at this time, which could impact on the timescales of the project. This is hard to mitigate fully, but by using the SCAPE process and involving contractors early the risk has been minimised. It is expected that an order for the steel will be made this financial year.
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Timescale
The timescale is realistic, although tight. There is currently a 2 month time contingency, with the bridge construction intended to be complete in January 2018. This is considered enough of a contingency for the possible issues identified as risks, but does depend on approval of CAF 2 funding. Any delay in CAF2 funding being released will impact on the programme and reduces the deliverability within the timescale.
It should be noted that the team are confident of utilising all CAF funding within the timescale, and any risk of timescale slipping will be related only to the point at which the bridge is complete.
1. Funding and cost of bridge
The estimated cost for the bridge was calculated during the design competition and independently reviewed by a quantity surveyor. This estimate will be updated again with input from the contractor once construction methods have been reviewed in more detail.
The current cost estimate is £3.1m for the bridge with £0.4m contingency. The CAF budget is expected to be sufficient to cover the cost of the bridge at this value, but any cost increases will need to be funded by additional contingency funding. B&NES Council will use the Economic Development Fund as part of a wider contingency for the entire Bath Quays Programme. The overall programme contingency is £50m.
It should be noted that there is not expected to be significant cost increase on this project as there are few unknowns and unmitigated risks. Although there is a limit to how much funding can be reassigned to the BQB it should be sufficient to cover the reasonable cost increases that can be predicted.
Spend Profile:
There is expected be an issue with meeting the spend profile for this financial year (2016/7) within CAF2 for this project because most of the budget will be required in the delivery year 2017/8. The BCC and SGC programmes will not have the capacity to absorb the re-profile that this would require. We request that the DfT either consider re-profiling spend from 2016/7 to 2017/8 or allowing the budget can be drawn down against commitments to overcome this issue.
2. Locksbrook and Halfpenny
Locksbrook Bridge: Delivery of this project is no longer considered feasible within the timescale of the CAF programme. Difficulties in acquiring land at the south side landing of the bridge from a private landholder have come to light since the bid submission and the bridge itself would need to be acquired from Network Rail.
Halfpenny Bridge: No longer necessarily feasible within the timescale of the grant. Significant
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heritage issues make intervention significantly harder than original thought. This would also require network rail approval for access to the site. Network Rail's priorities in the South West are currently focused on electrification of the line between Paddington and Swansea. This would also require a land deal with the Canals and Rivers Trust, with easement required. The number of issues identified with this project makes it very unlikely that it can be completed within the grant timescales. Future Plans
Both bridges are still priorities for Bath and North East Somerset Council. They are in the Bath Cycle Strategy, the Placemaking Plan and Enterprise Area Masterplan. Critically they are in the Section 123 List and the Infrastructure Delivery Plan, meaning they can attract future CIL funding.
Conclusion
Bristol City Council, as the accountable body for the Cycling City Ambition Fund recommend to the Department that this proposed change of scope is approved. This endorsement is based on the information provided about the predicted benefits within the business case, the work carried out to date in designing the bridge, the experience of the delivery team, the stakeholder consultation that has taken place, the bridge being part of a £50m overall regeneration programme and the proposed construction methodology. All these findings indicate that the bridge is deliverable within the life of the Cycling City Ambition Grant period.
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