Cycle City Ambition Grants

Transcription

1 Cycle City Ambition Grants Guidance on the Application Process is published alongside this application form on the Department s website. Please include all relevant information with your completed application form. The level of information provided should be proportionate to the size and complexity of the package proposed. As a guide, for a small programme (ie a city with less than 250,000 population) we would suggest around pages including annexes would be appropriate. One application form should be completed per project. Applicant Information Local authority name(s)*: West Yorkshire ITA/ PTE is the lead authority, the financial account holder and the Local Transport Authority and (interim) Local Transport Body. This submission is a joint proposal with Leeds City Council and the City of Bradford Metropolitan District Council. *If the bid is a joint proposal, please enter the names of all participating local authorities and specify the lead authority Bid Manager Name and position: Gwyn Owen, Project Manager (Leeds City Council) Name and position of officer with day to day responsibility for delivering the proposed scheme. Contact telephone number: address: Gwyn.Owen@leeds.gov.uk Postal address: Highways and Transportation Leeds City Council Middleton Ring Road Leeds LS10 4AX When authorities submit a bid for funding to the Department, as part of the Government s commitment to greater openness in the public sector under the Freedom of Information Act 2000 and the Environmental Information Regulations 2004, they must also publish a version excluding any commercially sensitive information on their own website within two working days of submitting the final bid to the Department. The Department reserves the right to deem the business case as non-compliant if this is not adhered to. Please specify the weblink where this bid will be published: the application form will be loaded onto the following web link:

2 SECTION A - Project description and funding profile A1. Project name: Highway to Health A2. Headline description: Please enter a brief description of the proposed scheme (in no more than 100 words) Building on the fantastic opportunity presented by Yorkshire s hosting the Tour de France 2014, a transformational package of cycle infrastructure improvements is proposed. This includes a segregated Superhighway from east Leeds to Bradford, at 23km the longest continuous cycleway in the north of England (Figure 1), providing connectivity to key employment and regeneration sites (Figure 2). New connections in Leeds City Centre will provide continuity to other radial routes (with extensive secure cycle parking facilities) and the Canal Tow Path will be upgraded. This is supported by a comprehensive behavioural change programme overseen by a new multi-sector engagement team. Figure 1: An Overview of the Scheme 2

3 Figure 2: An Overview of the Leeds City Centre Package A3. Geographical area: Please provide a short description of area covered by the bid (in no more than 100 words) The continuous cycleway stretches from Bradford City Centre, through Leeds City Centre, to Seacroft and key Housing Growth areas in East Leeds. The Canal Tow Path upgrade continues from Armley in west Leeds to Shipley in east Bradford. Both routes provide linkages to key employment and regeneration sites including a number of large employers at Thornbury Gyratory. Within Leeds City Centre key cycle links to other radial routes will be upgraded, as will cycle parking facilities, transforming connectivity into the City Centre. As the economic focus of Leeds City Region, benefits are far reaching (Figure 3). 3

4 Figure 3: The Geographical Area of the bid in the Context of Leeds City Region A4. Total DfT funding contribution sought ( m): 18,051,878 A5. Equality Analysis Has any Equality Analysis been undertaken in line with the Equality Duty? Yes No Appendix 4 contains the Equality Analysis assessment A6. Partnership bodies Please provide details of the partnership bodies (if any) you plan to work within the design and delivery of the proposed scheme. This should include a short description of the role and responsibilities of the partnership bodies (which may include Development Corporations, National Parks Authorities, private sector bodies and transport operators) with confirmatory evidence of their willingness to participate in delivering the bid proposals. Table 1 summarises the role of each delivery partner involved in ensuring the successful delivery of the Cycle City Ambition Bid. Appendix 5 contains a Letter of Support for each organisation included in Table 1. Table 1: Summary of the Roles of each Organisation. Organisation West Yorkshire ITA - Integrated Transport Authority and Passenger Transport Executive Role Programme Management Programme Board Change Management Benefits Realisation Delivery Partner Active travel Organisation 4

5 City of Bradford Metropolitan District Council - Highway Authority Leeds City Council - Highway Authority Public Health Leeds - Director of Public Health Public Health Bradford - Director of Public Health Canal & River Trust - Charity City of York Council Programme Board Delivery Partner - Infrastructure and Active travel Organisation Programme Board Delivery Partner - Infrastructure and Active travel Organisation Programme Board Delivery Partner - Active travel Organisation Programme Board Delivery Partner - Active travel Organisation Programme Board Delivery Partner infrastructure delivery Programme Board delivery of Tour de France Legacy Strategy In addition to the organisations listed in Table 1, Table 2 provides a summary of other organisations that will also be involved in the delivery of specific elements of the work. A letter of support has been provided for each organisation and included in Appendix 5. Table 2: Summary of Other Organisations Involved in Scheme Delivery West Yorkshire Police Northern Rail - Transport operator CTC - Cycle Charity (advisory role through Travel Choices Board) British Cycling - Sport governing body University of Bradford University of Leeds Bespoke - Bradford Cycle Campaign Leeds Cycle Action Group - Leeds Cycle Campaign Yorkshire & The Humber Regional Cycling Delivery Group (- Partnership of all Yorkshire & Humber Local Authorities for delivery of Tour de France Legacy) Sustrans - Cycle Charity (advisory role through Travel Choices Board) Unilever plc - Private sector body Morrison Supermarkets plc - Private sector body Bradford Chamber of Commerce - Private sector partnership Leeds Chamber of Commerce - Private sector partnership Leeds City Region Local Enterprise Partnership (LEP) A7. Local Enterprise Partnership / Local Transport Body Involvement It would be beneficial (though not essential) if the relevant LEP or LTB (or shadow(s)) have considered the bid and, if necessary, prioritised it against other bids from the same area. If possible, please include a letter from the LEP / LTB confirming their support and, if more than one bid is being submitted from the area, the priority ranking in order of growth significance. Have you appended a letter from the LEP / LTB to support this case? Yes No A letter of support is included in Appendix 5. SECTION B The Business Case You may find the following DfT tools useful in preparing your business case: Transport Business Cases Behavioural Insights Toolkit Logic Mapping Hints and Tips B1. The Scheme - Summary 5

6 Please give a detailed description of the scheme being proposed, including the objectives: This application form is supported by a Major Scheme Business Case. A Logic Map has been included in the Major Scheme Business Case as Figure 25. This set out how the Package Bid fulfils the objectives set in the Logic Map by considering how the individual outputs generate outcomes and then how the impacts from these outcomes fulfil the objectives. The Highway to Health programme objectives set out in the Logic Map are as follows: - To increase walking and cycling so that it becomes part of residents healthy living plan - To make cycling a natural and popular choice for short journeys - To make cycling accessible to all low income and vulnerable groups - Improve access to employment, skills and education - Reduce CO2 and improve to local air quality - Create a safe environment for active modes The overall approach is designed to realise the huge potential for significant increases in both cycling and walking through a long term strategy that focuses on: - Environment - creating a cycle and pedestrian friendly environment, with a high quality physically segregated network into the main centres (hub and spoke provision); -Encouragement - a wide range of activities to encourage people to try cycling and walking, and to cycle and walk more often; and - Engagement establishing a framework for working with a wide range of third sector organisations, utilising their expertise, energy and enthusiasm. The scheme is summarised as Table 3: Table 3: Scheme Description by Component Components Description Rationale for Inclusion Environment Activities Cross City Cycle Superhighway (City Centre to Seacroft with East Leeds Extensions) High quality segregated cycle route from Leeds City Centre through to the new housing developments beyond Seacroft. The route passes through a number of deprived areas where cycling and walking has potential to expand access to employment opportunities. The cycle infrastructure along this route will provide a safe, healthy and low cost option. There are also linkages to a number of regeneration and employment areas as well as the East Leeds Extension (a key Housing Growth Area). Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) Cycle City Loop (Leeds City Centre) Canal Towpath upgrade High quality segregated cycle route from Leeds City Centre through Stanningley and into Bradford. Public realm streetscape scheme will be implemented through the centre of Stanningley to create a cycle friendly environment. A series of cycle routes that improve connectivity by cycle into the City Centre. The canal tow path was upgraded from Riddleseden through Bradford to Leeds to National Cycle Network standard in Local Transport Plan 1 ( ). However, this has started to deteriorate due to excessive levels of usage. The upgrade to the Canal Tow Path from Shipley through to Armley would create a continuous high 6 The route will provide a safe high quality connection to Leeds City Centre from Bradford City Centre, via major employment centres at Thornbury Gyratory and Dawsons Corner, connecting a number of communities and key regeneration areas along the route. The Leeds Bradford corridor is the most important and heavily used transport corridor in the Leeds City Region, with many shorter journeys as well as trips between the two major city centres. Leeds City Centre is the focus for economic activity in the Leeds City Region. Currently it is not conducive for cycling in many areas suppressing the number of users who could commute (or travel for other purposes) into the City Centre by cycle. The inclusion of these routes will also unlock the existing infrastructure to a much larger number of cyclists. The route serves two purposes: it provides a connection from both Leeds and Bradford to green space and serves as a commuter route in the. The route also presents a great opportunity to connect with the new developments at Kirkstall Forge, and Clariant/Riverside Mills. The bid seeks to upgrade the surface of this route so that it can be ridden on road bicycles, as well as mountain bikes, thereby enhancing its inherent attractiveness.

7 Components Description Rationale for Inclusion Environment Activities quality tow path from the Yorkshire Dales through to Leeds providing linkages into the main towns along the route, and to the rail stations at Leeds and Shipley. High Quality Cycle Parking in Leeds City Centre & other key locations. 20mph zones (part match funding) Sheltered cycle parking facilities across the city centre and at key points on the Superhighway. Expansion of 20 mph zones to enable safe cycle access within local communities and to provide safe and easy access to the core route. To provide an attractive and safe location where cycles can be left for long periods of time, such as daily commuters. Parking complements the cycleways and provides a rounded journey experience for users in the hub of the Leeds City Region and along the route. This compliments the cycle parking that is already provided at the end of the Cycle City Superhighway in Bradford City Centre. It is essential to create a more cycle, and pedestrian, friendly environment in local communities (as many journey are local). As well as providing safe and easy access to a network of high quality segregated routes. Encouragement and Engagement Active Travel Organisation A multi-sector organisation will coordinate all encouragement and engagement activity around active travel across West Yorkshire. This organisation will undertake the information, education, training, events and engagement activity described below. It will particularly focus on women, hard to reach groups and the disabled. Coordinating the promotion of cycling schemes ensures that maximum coverage is gained out of the funding. West Yorkshire has a great deal of expertise in behaviour change activities. It also has a strong mix of cycling activists, instructors and cycle clubs, and a new organisation will allow the widest range of people to be involved as activists and ambassadors. The new organisation provides for a step change in delivery from the current situation. The Board of the new active travel organization will provide direction to staff but will be advised by a Steering Group including Local Action Groups and third sector organisations. It will also be informed by regular and detailed market research. In addition to the new organisation, Leeds City Council and Bradford Metropolitan District Council public health teams are also contributing funding to deliver further awareness raising and educational sessions for cycling. This will be particularly aimed at schools and hard to reach groups in areas where the health inequalities are large. Activity to be delivered through match funding The region has a long tradition of behavioural change activity, best exemplified by the West Yorkshire Travel Plan network, with its membership of 200 employers covering quarter of a million employees, and by the coordinated activity around schools travel planning. More recently LSTF has enabled the establishment of go:cycling, which is an initiative designed to engage with cyclists and potential cyclists to increase take up. go:cycling activities includes cycle training, mass engagement events, led rides and other promotional activities. It is critical that behaviour change activity, particularly around active travel provides a mechanism to involve and engage organisations and individuals dedicated to cycling, and is not dependent on successful funding bids at regular intervals. We have chosen to address this by setting up new a new multi-sector organisation with the key role of promoting active travel. The organisation will be governed by a Board with district and PTE representation. This will initially be funded through the Local Transport Plan. The organisation will employ staff to deliver the range of activities summarised in Table 4. A particular focus to their activities will be on the routes proposed as part of the infrastructure package where champions will be identified to ensure that the initiatives are effectively delivered. The new organization will allow for coordination of best practice, drawing in part on expertise in York and third sector partners via a virtual knowledge hub and regular networking events. A further element that will be provided in part by the match funding will be the development of 20mph zones connecting local communities to the cycleway. This will ensure that where there are no segregated cycleways, cyclists can reach the cycleway in the safest possible manner. 7

8 Table 4: Summary of the Activities to be delivered by the Active Travel Organisation Components Description Rationale for Inclusion Information initiatives Electronic: Easy access active travel information will be made available via the web, and to mobile devices. Walking and cycling will form part of Journey Planning tools. Messages will be displayed on real time screens and in bus stations. Print: Walking and cycling maps will be produced. Walking and cycling will also be given prominence within a range of printed information outputs, such as within bus and rail timetables, in a range of other leaflets and on outdoor info displays. In order for travellers to make choices about using active travel, they need easy access to information in a way that suits them: electronic or printed, on the move, with real time updates if required, and clear on-street signs. Education and training Events Consolidation and capacity building Signage: Key routes and parking facilities will have iconic signage that also has the function of promoting the facilities to potential cyclists. The LSTF funded go:cycling initiative will expand and continue beyond March 2015 to offer adults cycle training, maintenance and support. This will work in partnership with the Travel Plan Network, aimed at employers/employees and at higher education establishments. Bikeability will continue in schools, together with educational programmes aimed at encouraging sustainable travel, and supporting the mainstream curriculum. Training events will be developed to target disabled groups, vulnerable and hard to reach groups and to build on current good practice in this area. Events such as led rides, mass participation events like Skyride, and events involving regular road closures to encourage cycling will be a regular feature of the promotional package. Activities such as the current workplace cycle challenge will be increased to embed cycling as a regular mode choice. Community champions are being identified both for the current route and for routes plans post-2015 so that the routes have full local consultation, community engagement is builds on current practice, and support can then be made available to develop capacity to encourage active travel. Another element of capacity building is to ensure access to cycles. The West Yorkshire go:cycling initiative has already invested, via its delegated fund, in recycling bike projects particularly for job seekers and those unable to afford a new bike. The role of signage is crucial in supporting cyclists to make new journeys. Training: from schools to colleges and Further Education to employment sites - will offer potential cyclists the chance to develop skills with the right support available so that they become confident to take the next steps in cycling activity. Go:cycling have already engaged with over 4000 new cyclists and will deliver engagements in total by March There is already a strong tradition of led rides in West Yorkshire with Skyride planned for Leeds in early July and Bradford in August Further regular large scale events are planned, which will communicate to cyclists and potential cyclists that cycling is both normal and enjoyable. It is important that there is a strategy for encouraging occasional cyclists, who may come to a mass participation event or cycle training session to become regular commuter cyclists. It is also crucial that the further roll out of cycle routes and their promotion are owned by the community. Engagement needs to be meaningful and lasting. The package described here is part of a 10 year vision. This is described in greater detail in the Major Scheme Business Case and the Vision Document. 8

9 B2. The Strategic Case This section should set out the rationale for making the investment and evidence on the strategic fit of the proposal. It should also contain an analysis of the existing problems and barriers, explain how the preferred scheme was selected and explain what the predicted impacts will be (please make reference to the guidance document). A) The Leeds City Region Context Leeds and Bradford are situated at the heart of Leeds City Region and are central to its function. The Leeds City Region is the UKs largest economy outside of London generating 5% of the UK s gross value added (GVA) and employing 1.3 million people 1. As Leeds and Bradford are key economic providers in the region, The Leeds City Region Transport Vision 2 places emphasis on effective connectivity between the two cities as a high priority. The following overarching objectives are set by the vision: 1. Connect all our core centres within the city region to each other; 2. Connect our population to core centres, to employment sites, education and training, retail and leisure facilities within the city region; 3. Connect our core centres to other city regions in the UK most importantly Sheffield, Manchester and London; 4. Connect our core centres to international airports and ports serving the city region; and 5. Provide choice and ensure that the growth in car use is minimised. The Leeds City Region Transport Strategy (2009) identifies that trips between Leeds and Bradford provide the single largest two-way flow in the City Region there are over 15,000 daily one way trips between Bradford and Leeds and over 21,000 one way trips between Leeds and Bradford. The strategy highlights the slow journey times on the corridor and the implications of forecast growth in terms of worsening congestion levels and reliability of bus services. There is also limited provision for alternative modes of transport, such as cycling. Cycling is an important low cost mode of transport, which can provide good connectivity between the local communities between Leeds and Bradford and the key areas of employment along the corridor. There are low levels of cycling currently and a lack of a commuter cycling culture across West Yorkshire. Although there is a strong history of sports and leisure cycling, with several successful Olympians for this area, and a core of very active cyclists, this has not translated into a visible cycling culture and a critical mass of utility cycling. The Transport for Leeds study showed that people were ready to change their behaviour due to congestion. This was particularly the case for short journeys suggesting that there is significant amount latent demand for cycling. The approach that we are adopting and the likely increase in ridership is consistent with the findings of the recently published Get Britain Cycling Report. Leeds and Bradford districts have a strong and successful working relationship, including the development of ultrafast broadband and wifi zones. Other examples include collaboration on the development of Route 72. B) The Unique Opportunity - The Tour de France Yorkshire is hosting the Grand Depart of the Tour de France in This is an exciting and one-off opportunity for the region and one which is greatly anticipated. Leeds, as the starting point for the Tour de France is keen to maximise the opportunities gained from this high profile event. Awarding the start of the Tour de France to Yorkshire in 2014 is capitalising on an increasing appetite for the sport within the region. The Grand Depart is seen as a great opportunity locally to encourage the take up of cycling. Every Chief Executive across Yorkshire and the Humber has committed to being fully engaged in the event. A legacy group has been set up to ensure the full benefit of the Tour de France promotion is obtained. The Legacy group is organising a number of events, including cycle rides along the tour route. Skyride mass participation events are planned for early July 2013 (Leeds) and late August (Bradford) as well as Skyride Local in the other West Yorkshire districts. The legacy Leeds City Region (2010) A long Term Vision for Transport in Leeds City Region, Appendix 4, 9

10 work also encompasses infrastructure improvements. Local and sub-regional action groups have been established and are developing action plans to contribute to the whole. All local authorities in the Yorkshire and the Humber region have come together to take this forward along with British Cycling, Sustrans and the CTC. The Tour de France owner (ASO) has stated that this is the largest and most well supported legacy initiative. The aim of the Tour de France legacy group is to achieve increases in cycle usage as a utility and leisure mode with improved links to cycling as a sport, through the recognition of the Olympics and the rise in cycling in Britain overall. Importantly, working with local partners, schools and businesses to ensure the benefits of this will be seen and felt at all levels for those living, working and visiting our towns, cities and countryside. Due to the strong synergies in terms of timescale and the type of schemes that are being considered, this bid has been developed in partnership with the Tour de France legacy team to ensure that the synergies are maximised. C) Opportunities for Change The Take Up of Cycling Data recently released from the 2011 Census shows that cycling comprises 1.9% of journeys to work trips in Leeds and 0.8% of journeys to work in Bradford. Since the 2001 census, the proportion of Travel to Work journeys by cycling has increased in Leeds by 70%. This is the largest increase in West Yorkshire. This demonstrates that there is a growing appetite for cycling within the district. This growth in cycling is supported by the Active Peoples Survey (2012). This showed that the proportion of participants who cycle for both leisure and as a mode of transport at least once a month in Leeds was 10.3%, which is the highest in West Yorkshire. 4.2% of the participants surveyed in Leeds cycle once a week for leisure. In Bradford, although a lower proportion (6.4%) cycle at least once a month for leisure and as a mode of transport, 4.6% of respondents cycle once a week for recreational purposes. Releasing the Suppressed Demand for Cycling Despite the increases in cycling identified in the 2011 Census, the proportion of people that travel to work by bicycle is still low compared with other cities. The LTP3 consultation highlighted three key issues as barriers to greater levels of cycling: - A lack of Infrastructure; - Safety Concerns; and - Training and Education issues. Metro undertakes an annual LTP Tracker Survey. The 2012 survey identifies the proportion of residents that have used each transport mode in the last month. The Tracker survey also assesses customer perceptions of the quality of a range of transport services and facilities. Table 5: Local area cycling provision satisfaction Attribute Bradford Leeds Provision of cycle routes where these are needed Condition of cycle routes Cycle crossing facilities at road junctions and traffic signals Secure cycle parking Direction signing for cycle routes Cycle routes being kept clear of debris and obstructions (e.g parked cars) Source: 2012 Metro Tracker Survey Note: 10 = very satisfied, 1 = very dissatisfied Table 6: General cycling provision satisfaction Attribute Bradford Leeds Route information (e.g maps) Training (e.g schools/work) Facilities at work e.g racks/showers Source: 2012 Metro Tracker Survey Note: 10 = very satisfied, 1 = very dissatisfied 10

11 A score of 7 is considered a satisfactory score. As a comparison, public transport services have a score of between 7 and 8. Therefore, Table 5 and Table 6 illustrate scope for improvement with the provision of cycle routes, parking and other support facilities in both Bradford and Leeds. Bradford s scores for cycle parking and provision of cycle routes were the lowest in West Yorkshire. Table 6 also highlights a perception in Bradford that there is a lack of provision of route information. Given the growth in cycling identified in the census and in the Active Peoples Survey, then if the barriers were removed then this suppressed demand could be released. Reducing Unemployment Figure 4 shows the relative ranking of the Lower Super Output Areas in Leeds and Bradford regarding the employment sub-domain of the Indices of Multiple Deprivation (relative to other parts of the UK). As shown in Figure 4, there are a high number of Lower Super Output Areas ranked in the lowest 20% across the country that are based in east and south Leeds and east Bradford. The challenge is therefore to provide better connectivity to employment and training opportunities in these areas and elsewhere in the district. The bid provides linkages throughout its length beginning in the east with connections to the proposed East Leeds Orbital Road, connecting into the East Leeds Extension, and the new developments surrounding Manston Lane. There will be linkages down to the Aire Valley Enterprise Zone (and the Urban Eco Settlement). The route will provide new linkages into the emerging South Bank area and Holbeck Urban Village, while providing safe and direct access to the city centre as a whole. Going further west the towpath will provide linkages to Kirkstall Forge and the Clariant/Riverside Mill developments, while the main route will provide access to the West Leeds Gateway and form a key part of the Leeds Bradford Corridor (and also Super Connected Cities). Beyond the Bradford boundary, the route will provide linkages into the major employment sites surrounding Thornbury Gyratory. The route will also provide improved cycle linkages between the major hospitals and further connections to both cities Universities. West Yorkshire has a Travel Plan Network, which is used to engage employees of businesses interested in sustainable travel. Along the Cycle City Superhighway Route there are almost 200 businesses signed up to the Travel Plan Network. However, in the majority of cases the environment for travelling to work by active modes, such as cycling is poor. In this case they are being given the encouragement and engagement but don t have the environment. Figure 4: Employment sub-domain, Indices of Multiple Deprivation (2010) 11

12 Reducing Health Inequality Figure 5 presents the ranking of the Lower Super Output Areas in Leeds and Bradford for health deprivation relative to other areas of the UK. This map identifies that a number of the Lower Super Output Areas towards the east of both Bradford and Leeds districts are ranked in the bottom 20% for health across the country. A low level of public health is often a key symptom of deprivation. Having good access to green space is important in areas where the health of residents is relatively poor. The directors of public health in both Leeds and Bradford are committed to reducing obesity amongst the adult population and increasing their levels of activity. The journey to work offers a key way in which this can be achieved through the promotion of walking and cycling. In addition, child obesity levels are also deteriorating, which makes it critical that there is additional focus on the promotion of cycling to all ages and ethnic groups. Figure 5: Health Sub-Domain, Indices of Multiple Deprivation 2010 Appendix 13 contains A3 versions of Figure 4 and Figure 5. D) Scheme Identification and Prioritisation Early consultation with City Region partners identified that the geographical area most likely to deliver benefits and the districts most able to deliver significant infrastructure improvements within the challenging timescales were Leeds and Bradford. An initial long list of schemes was generated through a series of workshops involving Metro, Leeds City Council, Bradford Metropolitan District Council, Sustrans, CTC and the Tour de France legacy group. This process was undertaken to ensure that we select the right schemes for the most beneficial location. The initial long list of schemes was assessed against the high level LTP objectives and then those set by the DfT Cycle City Ambition Fund, the latter of which were consistent with the LTP. A final set of objectives were developed specifically for the bid. These provide more clarity on the first two sets of objectives. The Objectives set for Highway to Health, were as follows: 1. To increase walking and cycling so that it becomes part of residents healthy living plan 2. To make cycling a natural and popular choice for short journeys 3. To make cycling accessible to all low income and vulnerable groups 4. Improve access to employment, skills and education 5. Reduce CO2 and improve to local air quality 6. Create a safe environment for active modes 12

13 These objectives are the main criteria for assessing the long list of schemes in our package and ensuring that the benefits are fully realised. The final criterion that the schemes have been scored against is deliverability. Given the short timescales of the DfT funding and the scale of works that could be required, the ease of delivering the schemes is an important consideration for determining the package bid. Schemes that will require longer consultation or a greater number of Traffic Regulation Orders would sit better in the longer term strategy. The combined score against each objective was used to place each scheme into a ranked position. This was then used to inform the schemes that have been included in our Package Bid. The long list of schemes and their score against each criterion can be viewed in Appendix 3. E) Our Approach The key to releasing this suppressed demand summarises our approach: -Improving the environment; -Encouraging participation; and -Engaging with the individuals. F) The Predicted Impacts A Logic Map has been included in the Major Scheme Business Case as Figure 25. The rationale of the Logic Map is to consider how the Package Bid fulfils the objectives set in the Logic Map by considering how the individual outputs generate outcomes and then how the impacts from these outcomes fulfil the objectives. The outcomes and impacts identified in the Logic Map are: - To make cycling accessible to all low incomes and vulnerable groups; - Increased walking and cycling; - Improved health of residents and reduced mortality rate; - Reduced propensity to use the private car/reduced car mode share; - Reduction in the number of accidents involving cyclists; - Reduced CO 2 and improved local air quality; - Improved access to employment, education and skills; and - Create a safe environment for active modes. These will be used as measures for success in the Monitoring and Evaluation Plan (see section C of this application form). B3. The Financial Case Project Costs Before preparing a scheme proposal for submission, bid promoters should ensure they understand the financial implications of developing the scheme (including any implications for future resource spend and ongoing maintenance and operating costs), and the need to secure and underwrite any necessary funding outside the Department s maximum contribution. Please complete the following tables. Figures should be entered in 000s (i.e. 10,000 = 10). Table A: Funding profile (Nominal terms) 000s Total DfT funding sought 6,740 11,312 18,052 Local Authority contribution 1,804 4,109 4,981 10,894 Third Party contribution TOTAL 8,659 15,521 5,081 29,261 13

14 Notes: 1) Department for Transport funding must not go beyond financial year. 2) Bids that clearly identify a local contribution (local authority and/or third party) towards the project costs will be favoured. Ideally the local contribution should be at least 30% of the project costs. The total spend identified in this table ( 29.2m) includes a 18.0m contribution from the DfT, 3.7m of eligible existing local/third party contributions and an additional 7.5m from the ITA, which has been committed specifically for this bid and is available to spend on the proposed new schemes. This represents 38% of the total programme costs and 62% of the DfT contribution. The 3.7m of eligible local/third party contribution has been identified in line with the response to the FAQs. A breakdown of this funding is provided in Appendix 8. In addition to eligible match funding, there is also over 600,000 per year of other non-eligible funding (e.g LSTF) that will contribute to the successful delivery of elements of the scheme. The maximum total available contribution from the DfT was calculated based on the 10 per head of population per year rule. In terms of population, this took the whole of Leeds and the east side of Bradford - the package includes Leeds City Centre the package and as such would generate benefits for the wider area. In Bradford, only the east side of the district (who would benefit from the Cycle Superhighway) will benefit from the scheme. B4. Package description Please provide a detailed description of each of the package elements being bid for. Table 7 provides a detailed description of the package elements that are included in this bid. The Major Scheme Business Case (Section 2) contains further detail and visual examples of the type of segregated cycleways and cycle shelters that are being included in this. Appendix 1 contains a pack of detailed drawings. Table 7: Detailed Description of the Scheme Figure ID on Figure 6 Scheme 7 1 and 2 Cross City Cycle Superhighway (City Centre to Seacroft with East Leeds Extensions) Description To provide a cycle tracks and crossings on and beyond the Ring Road in the Manston, Cross Gates and Seacroft areas to connect the Superhighway to the proposed housing sites. A section 278 agreement will provide cycle lanes, tracks and toucans to connect the Superhighway to the large Grimes Dyke Housing Development. See drawing TPP E1 A Type 1 high specification Dutch style cycle track on the A64 from the Ring Road to Marsh Lane in the City Centre. The majority of the routes will consist of a unidirectional cycleway on both sides of the road. Where this is not possible, a wider track is proposed and an alternative side road crossing and cycle priority markings will be provided. 9 3 Cycle City Loop (Leeds City Centre) In locations where there are houses frontages, a Type1 with trees is proposed. 20mph zones are proposed for either side of the A64, a number of crossings are to be converted to toucans and a new crossing is proposed close to the junction with the Ring Road. See drawings hdc to 03 At the eastern side of the City Centre Type 1 provision will continue from the A64. On the western side of the City Centre, beyond the existing facility on Wellington Street, a Type 2 facility will be provided. This will fit into the space available and also provide key links to the A65 Quality Bus Initiative Scheme which includes high quality cycle provision. See drawings hdc to Leeds City Centre: Inner Tube This section is part of a package of works to be delivered over the 10 year plan. Lower Briggate will be included in the bid and a Type 1 segregated cycleway will be provided. See drawings hdc E1 for the complete Inner Tube cycle scheme. 9 6 Cross City Cycle Superhighway A Type 2 segregated cycle route will be provided. A new toucan 14

15 Figure ID on Figure 6 Scheme (A647 via Stanningley Centre to Bradford City Centre) Wellington Road to Armley Gyratory 8 7 Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) Stanningley Road (Legard Way to Henconner Road) 9 8 Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) Stanningley Road to Bradford Road (B6157) 9 9 Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) Stanningley Centre 9 10 Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) A link to Pudsey Station 8 11 Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) The A647 Bradford Road 8 12 Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) The A647 to Fagley Lane 8 13 Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) Leeds Old Road to Bradford City Centre 8 14 Cross City Cycle Superhighway (A647 via Stanningley Centre to Bradford City Centre) Description crossing will provide improved connectivity for pedestrians and cyclists over the A647 Armley Road. See drawings hdc and 05 A Type 1 segregated cycleway will be provided. The cycle provision is to tie in with that provided as part of the A647 High Occupancy Vehicle scheme. See drawings hdc and 04. A Type 2 segregated cycleway will be provided. This will offer segregation for cyclists but also flexibility for them to make turns into the higher number of side roads. For the most part on street parking can be retained whilst maintaining a continuous lane plus separation with a buffer zone. See drawings hdc to 03 To continue the cycle route and to revitalise this centre, a 20 mph zone and streetscape improvements are proposed; as exemplified in the Major Scheme Business Case. This supports the needs of cyclists, pedestrians and business owners and will become a leading example of how cycling can be incorporated into urban centres. See drawings hdc e1. A Type 2 segregated cycle facility will be provided into the station from the main cycleway. See drawings hdc to 03 A Type 1 segregated cycleway will be provided. A number of crossings will be upgraded to toucans crossing. These will help link quiet roads on either side of the A647 benefiting a major Secondary School and providing access to an expanding number of bridleways in the area. See drawings hdc A Type 1 segregated cycleway is proposed along with a new toucan crossing. See drawing R/M/MH/102326/GA-09A A Type 2 cycleway will be created to the junction with Killinghall Road and then in sections to the junction with Shipley/Aireale Road. Existing cycle lanes will be upgraded to mandatory lanes along Church bank through to the Westfield Shopping Centre site in the City Centre. See drawing R/M/MH/102326/GA-02.1A A Type 1 cycleway is proposed for some sections mixed with a Type 2 provision. See drawing R/M/MH/102326/GA-04A The A647 to Midpoint Business Park 8 15 Canal Tow Path Upgrade High quality resurfacing of the Leeds Liverpool Canal towpath between Armley and Shipley to provide a long lasting resilient cycling and walking route between Leeds and Shipley. 8 n/a High quality cycle parking (Leeds 10 sheltered cycle parking facilities across the city centre providing City Centre) 5 Sheffield Stands per shelter. 8 n/a High quality cycle Parking (Thornbury) 1 sheltered cycle parking facility providing 5 Sheffield Stands. n/a n/a 20 mph zones Upgraded 20 mph zones to enable safe cycle access to the core routes. 15

16 Figure 6: Cycle Route Summary Figure 7: The Eastern Route 16

17 Figure 8: The Western Route Figure 9: Leeds City Centre 17

18 B5. Package costs A breakdown of the proposed package of measures with the DfT funding required. This should align with the funding profile in Section A. The total cost of the package of new schemes is 29.26m (see Table 8) the DfT funding required is 18m. Table 8 Scheme Cost Summary Scheme component Cost ( ) Core Infrastructure Measures 22,068,878 Costs for other components 3,483,000 Complementary measures 3,708,970 Total 29,260,848 The total estimated cost for the core infrastructure elements of the package is 22.07m a breakdown is shown in the Table 9 below. 18

19 Table 9 Scheme Cost Estimate Core Infrastructure Measures Scheme Cost Estimate - Cost Summary Project: Cycle City Ambition Grant Preparation Date: April 2013 Scheme: Core Infrastructure Schemes Costing Base Year: Construction Year: Inflation Adjustment Factor: BASE COST Description Comment Section Costs ( ) Sub Totals ( ) Cross City Cycle Superhighway (Thornbury to Bradford City Centre) 1,404, East Leeds Extension Links 250, Capital Costs Cross City Cycle Superhighway (City 3,580, Centre to Seacroft) Cross City Cycle Superhighway (Leeds 746, City Centre) Cross City Cycle Superhighway (Leeds 4,724, City Centre to Thornbury) Leeds City Centre Loop 200, Preliminaries, restricted works and TM Contingencies and dayworks (transferred to Known 3rd Parties (Utilities etc) 20% 2,181, % 1,090, % 1,090, Sub Total: Inc IAF 15,924, Land Acquisition (not inflated) 0.00 Sub Total: Inc Land 15,924, Project Management 2% Capital costs 318, Scheme Design & Development Consulation, Detail Design and TROs Site Supervision and H&S Monitoring and Evaluation 8% Capital costs 1,273, % Capital costs 796, % Capital costs 318, Sub Total: 2,707, RISK Quantified Risk Assessment 642, Risk Optimism Bias 15% 2,794, Sub Total: 3,437, Scheme Cost Estimate - Grand Total: 22,068,878 There are a number of additional items included in the package for which separate fixed costs have been provided these are identified in the Table 10 below. 19

20 Table 10 Costs for other package components Package component Cost ( ) Source Canal Towpath upgrade 1,600,000 Cost provided by the Canals and Rivers Trust High quality cycle parking (Leeds city centre) - 10 new covered stands 130,000 Cost provided by Leeds City Council Cycle parking (Thornbury) - 1 new covered stand 13,000 Cost provided by Leeds City Council New Active Travel Organisation (including programme management) 1,600,000 Cost provided by Metro (covers ) 20mph zones 140,000 Cost provided by Bradford Metropolitan District Council Total 3,483,000 The 3,708,970 of complementary measures are detailed in Appendix 8. B6. The Financial Case - Local Contribution / Third Party Funding Please provide information on the following points (where applicable): a) The non-dft contribution may include funding from organisations other than the scheme promoter. Please provide details of all non-dft funding contributions to the scheme costs. This should include evidence to show how any third party contributions are being secured, the level of commitment and when they will become available. 7.5m from the ITA has been committed specifically for this bid and is available to spend on the new schemes proposed a letter confirming this amount is provided in Appendix 5. The 3.7m of eligible local/third party contribution has been identified in line with the response to the FAQs -many of the schemes/programmes will be aligned to proposed package outline in this bid. A breakdown of this funding (including timescales) is provided in Appendix 8. b) Where the contribution is from external sources, please provide a letter confirming the body s commitment to contribute to the cost of the scheme. The Department is unlikely to fund any scheme where significant financial contributions from other sources have not been secured or appear to be at risk. B7. The Economic Case Value for Money This section should set out the full range of impacts both beneficial and adverse of the scheme. The scope of information requested (and in the supporting annexes) will vary according to whether the application is for a small or large project. a) Please provide a short description of your assessment of the value for money of the scheme including your estimate of the BCR. This should include: The BCR for the scheme has been assessed as 2.12:1, which is classified by WebTAG as high value for money this assumes no induced demand (i.e. includes mode transfer, but overall travel demand is fixed). A sensitivity test show that with 20% induced demand the BCR increases to 2.32:1. A detailed description of the methodology is provided in Chapter 4 of the business case document. Summary of the key benefits and costs 20

21 The majority of benefits within the appraisal are from the Journey Ambience benefits provided by the introduction of the three cycle corridors, along with further cycle routes within Leeds City Centre; these form around 50% of overall benefits. In addition, new users to cycling drive a number of other benefits within the appraisal - this includes the impacts of decongestion benefits due to a transfer from car to cycling trips. The appraisal also includes savings from a reduction in absenteeism in addition to health benefits through reduced mortality rates. A small level of accident reduction is also included due to a reduction in car accidents due to a transfer to cycling, with existing with highway cycling replaced with fully segregated cycle corridors. Investment costs for the scheme are significant; it is assumed that Central Government s contribution will be 17.8m (2014 prices & values). In addition, a level of ongoing annual maintenance of cycle parking and for each of the cycle routes has been included, along with a renewals profile for the replacement of key infrastructure over the lifecycle of the project. Risks and Uncertainty -Optimism bias of 15% was included, along with a QRA value of 642,500 -New user demand was based on analysis of impacts from the Cycle Demonstration Towns study. -No network modelling was undertaken to identify a transfer from highway - an average car distance of 10km was assumed for all highway trips within the study area. Key Assumption The Major Scheme Business Case Document provides details of all assumptions used to inform the appraisal. Below are details of the key appraisal assumptions: -The appraisal period for the scheme is assumed to be 30 years; -For new cyclists a ramp up by 20% increments was assumed over the first 5 years of the scheme -All costs and benefits were discounted to 2010 prices and values in line with recommendations within WebTAG Costs Key Assumptions -A Quantitative Risk Assessment (QRA) for the scheme was undertaken, this included 642,500 to account for risk and was included in addition to a reduced optimism bias of 15%. -Construction inflation was assumed to increase by RPI+1% between 2014 and 2030, applied to investment and renewals costs. -The Tax correction factor of 1.19 (WebTAG 3.5.4) was applied to all scheme costs. -No do minimum costs were assumed. Benefits - key assumptions -Journey ambience benefits were estimated by applying the unit rates for cycling by type of route from WebTAG 3.14 against the level of demand. New user benefits were included using the rule of half. -Journey ambience benefits for the cycle parking was derived for the new 110 stand secure parking facilities for bicycles. To determine the level of benefit, the full 98.14p of the benefit identified for cycle parking facilities was multiplied by the existing user demand for the cycle parking facilities. A real increase in the rate of benefit was assumed to increase over time in line with the change in non work Value of Time. -Cycling absenteeism benefits were estimated for those new to cycling. A daily value of absenteeism per day was estimated based on a total of 6.8 average sick days per year, with 95% due to short term sickness (WebTAG Section 1.9.2). It was assumed that the scheme will generate a 19% reduction in absenteeism, and is based on a resource cost of per hour (based on WebTAG Table 1 in 2010 prices) and a average working day of 8 hours. The value of absenteeism is assumed to be a business user impact and increases overtime by the Work Value of Time. This was applied to the number of new cyclists per year. -A HEAT assessment, as recommended in WebTAG was undertaken to identify the level of long term health benefits due to cycling for those transferring from other modes. -A reduction in cycling accidents of 10% was estimated in existing corridor accidents due to the transfer of existing cyclists to segregated cycle tracks. A description of the modelling approach -A network based model was not used for the assessment - an spreadsheet based appraisal was undertaken based on the following demand assumptions: -To determine existing corridor cycling demand, 2011 Census Journey To Work data was interrogated for a 750m cordon around the proposed cycle route. This was used to identify existing levels of cycling within the study area (including the mode share). -Changes in demand over time were forecast demand from the TEMPRO, NTEM dataset 6.2 for base year of 2011, opening year of 2015 and forecast year of No growth was assumed beyond To determine the level of new users attracted to cycling as a result of the scheme, it was assumed that the scheme would achieve a cycle mode share (in the identified corridors) equivalent to that achieved by the Cycle Demonstration towns (average 2.4%). This is considered to be a conservative estimate given the quality and 21

22 standard of the infrastructure to be provided by the scheme the change in mode share was also limited to the identified corridors. Significant monetised and non-monetised costs and benefits; - A description of the key risks and uncertainties and the impact these have on the BCR; - Key assumptions including (but not limited to): appraisal period, forecast years, level of optimism bias applied; and - A description of the modelling approach used to forecast the impact of the scheme and the checks that have been undertaken to determine that it is fit-for-purpose. b) Detailed evidence supporting your assessment including a completed Appraisal Summary Table should be attached as annexes to this bid. Has an Appraisal Summary Table been appended? Yes No N/A The AST is included in Appendix 10. For each element of your scheme as well as for the aggregated package, please attach: - A completed Scheme Impacts Pro Forma which summarises the impact of proposals against a number of metrics relevant to the scheme objectives. The Pro Forma can be accessed from the Departments website and is published alongside this application form. It is important that bidders complete as much of this table as possible as this will be used by DfT along with other centrally sourced data to form an estimate of the BCR of the scheme.). The Scheme Impacts Proforma is included in Appendix 9. - A detailed description of the sources of data and forecasts used to complete the Scheme Impacts Pro Forma. This should include descriptions of the checks that have been undertaken to verify the accuracy of data or forecasts relied upon. This would most typically take the form of an Economic Appraisal Report. Please include references to this material against each metric in the Pro Forma. The appraisal methodology is detailed in the economic case (Chapter 4) of the business case document. Has a Scheme Impacts Pro Forma been appended? Yes No N/A Has an Economic Appraisal Report been appended? Yes No N/A The economic appraisal methodology is set out in detail in the economic case (Chapter 4) of the Major Scheme Business Case document. *It is the responsibility of bidders to provide sufficient information for DfT to undertake a full review of the analysis. B7. The Commercial Case Please refer to the guidance when completing this section: Output based specification The commercial case is based on a number of strategic outcomes: -Deliver the scheme within the available funding -Deliver the scheme to programme -Ensure stakeholders acceptance and support -Ensure Best Value is delivered 22

23 -Ensure that appropriate quality is delivered The delivery of the outcomes will be achieved by engaging the works contractor at an early-stage in the planning and delivery of the scheme and mobilising appropriate strengths by: -Using the contractor s experience and input in reviewing the construction estimates. -Obtaining the contractor s experience and input to the design and construction programme to ensure the programme is robust and achievable -Using and building upon the partners in-house knowledge and experience from engaging through consultation with all stakeholders, and delivering outcome with the Considerate Contractors Scheme -Engaging the contractor in the final detailed design process to improve buildability and ensure value for money -Being incentivised to achieve a right first time approach that is measured by key performance indicators agreed with the contractor. Procurement and delivery strategy Leeds on behalf of the partnership will seek interest from Contractors who wish to enter into a contract which will employ a flexible design element within a Design & Build form of Contract (under NEC Option C Target Cost based on Activity Schedule ). The essential requirement of ensuring local issues and ambitions are fulfilled will be achieved through an advance in-house partnership design process and public consultations input. Throughout the duration of the contract programme the partnership led design element will regularly feed into the process as an ongoing 80% scoping design input to the contract. The Option C Target Cost form of contract will allow for this. Partnership staff will undertake the 80% scoping design and consultation exercise for specific measured sections of cycleway route and the Contractor, under the collective process, will then complete the final 20% of design before constructing a particular section. Council Officers and Contractor design staff would be co - located under this method of working and form of Contract, creating a joint/single public/private sector design team in a collaborative environment. This arrangement will drive project quality and best value Contract management: pricing framework and charging mechanisms The Contract for Design & Build would be let under NEC Option C giving rise to a shared goal or mutual target for both parties from the onset/earliest opportunity. Open book accounting would be utilised and a shared pain/gain mechanism of a "target cost" for the whole (or possibly defined individual elements) of the whole route - such that the Contractor is incentivised to perform on a timely delivery, and as such the obvious knock-on benefit of the Contractors own punctual approach to the required "light-touch-design". Therefore as the scheme progresses a suitable level of knowledge will be gained such that the acceptable amount of advance design versus safe functional site requirements of the operatives etc evolves over the initial months of the Contracts duration, leading to ever increasing economies of scale. LCC have successfully employed this approach in the past with an extensive bus stop programme (over 300 stops per year,) and the innovative Private Streetworks programme. The form of Contract will readily offer, or encourage, the management of shared innovation by the Contractor and the joint design team, expediting the works as quickly as possible to ensure the project is delivered to programme, and in addition, a sharing of the financial risks to ensure budget management. Risk allocation and transfer Each section of the route will be categorised by risk. Early focus will be made on those lengths which are considered low risk or early/easy-wins offering timely elements of construction for the Contractor to progress. This will offer the opportunity for early construction of isolated interim non-continuous sections or segments of the route which do not heavily rely on consultation, or their construction throughout the duration of the Contract to assist programme. We recognise that a measured amount of detailed design work for improvements to cycling infrastructure is informed by consultation with stakeholders. Contract length The employment of a design and build contractor will be carried out under the YORcivil framework agreement which has already been established in accordance with European Union public procurement regulations. This framework is available for use by any public sector body based in the Yorkshire and Humberside region. Should timely confirmation of a successful bid be forthcoming (late May 2013) the initial invitation of tenders will be sought in late June

24 Tender returns, assessments and award are currently programmed for August 2013 with a start on site date of September 2013 commencing with work on the canal tow path. The tow path does not require any consultation - details will have been identified and designed during July and August during the early/easy-wins exercise. It is envisaged the duration of the site works would be in the region of 24 months, with the entire DfT funded element spent by March 2015 (19 months), and the local element being utilised during the first half of the financial year 2015/16(5 months). *It is the promoting authority s responsibility to decide whether or not their scheme proposal is lawful; and the extent of any new legal powers that need to be sought. Scheme promoters should ensure that any project complies with the Public Contracts Regulations as well as European Union State Aid rules, and should be prepared to provide the Department with confirmation of this, if required. B8. Management Case - Delivery Deliverability is one of the essential criteria for this Fund and as such any bid should set out any necessary statutory procedures that are needed before it can be constructed. a) A detailed project plan (typically in Gantt chart form) with milestones should be included, covering the period from submission of the bid to scheme completion. The definition of the key milestones should be clear and explained. The critical path should be identifiable and any key dependencies (internal or external) should be explained. Resource requirements, task durations, contingency and float should be detailed and easily identifiable. Dependencies and interfaces should be clearly outlined and plans for management detailed. Has a project plan been appended to your bid? Yes No The project plan is included in Appendix 11. b) If delivery of the project is dependent on land acquisition, please include a letter from the respective land owner(s) to demonstrate that arrangements are in place in order to secure the land to enable the authority to meet its construction milestones. Has a letter relating to land acquisition been appended? Yes No N/A c) Please provide summary details of your construction milestones (at least one but no more than 5 or 6) between start and completion of works: Table C: Construction milestones Estimated Date Design scoping June 2013 Contract preparation June 2013 TRO and public consultation June 2013 Contractor Appointed August 2013 Start of works September 2013 Opening date September 2015 Completion of works (if different) September 2015 d) Please list any major transport schemes costing over 5m in the last 5 years which the authority has delivered, including details of whether these were completed to time and budget (and if not, whether there were any mitigating circumstances) 24

25 A65 Kirkstall Road Quality Bus Initiative. This 21.2M scheme to deliver bus priority on a key radial route opened in August 2012 and was completed on time and under budget. East Leeds Link Road. This 31.6M scheme consisted of a 3.9km dual carriageway link between M1 junction 45 and the City Centre. This was completed within a revised programme following delays due to bad weather. It opened in February 2009 and was delivered below the approved budget. Leeds Inner Ring Road Stage 7. This 49.5M section of Leeds Inner Ring Road, featuring a large elevated viaduct linking to M621 Junction 4, was opened in October 2008, ahead of programme and under budget. Metro was the lead partner for the South and West Yorkshire yournextbus realtime information system. This has a value of 12 million and is the largest and most successful UK bus realtime information scheme outside London. The scheme was implemented within programme and approved budget. Metro is the lead authority for the West Yorkshire LSTF component scheme, which is being implemented within approved budgets and programme. The 5m plus project (including 4.2m LSTF) is currently being delivered to time and budget. Metro is the lead authority for the Smarter Travel West Yorkshire (and York) Better Bus Area project, which is being implemented within approved budget and programme. The budget includes 4.9m Better Bus Area Fund and 2.1m LTP contribution. B9. Management Case Statutory Powers and Consents a) Please list separately each power / consents etc obtained, details of date acquired, challenge period (if applicable) and date of expiry of powers and conditions attached to them. Any key dates should be referenced in your project plan. None b) Please list separately any outstanding statutory powers / consents etc, including the timetable for obtaining them. Traffic Regulation Order Process (No waiting at any time) from 01/06/13 to 01/12/2013 (as shown on the project plan in Appendix 11). The construction works have been separated into High, Medium and Low risk sections. The risk of each section is determined by the need and the likelihood of objection to implement Traffic Regulation Orders. Low risk areas are those where a specification is proposed that requires no TRO, for example where segregated cycle tracks (Type 1) that does not require roadside TROs. These will be progressed early in the programme. Low risk areas also include sections where TRO s are required but the likelihood of objections are low, for example, segregated tracks (Type 2), which are an upgrade of existing advisory cycle lanes, which do not currently have parking on them. It may also be the case that on lengths of track where a TRO is desired but not essential that construction works are undertaken at risk of TRO failure if that risk is deemed to be low. Medium risk areas are those that require TRO s on new facilities which may bring some objection, but a strong case can be made for delivering the scheme to the desired specification. High risk areas are those where proposals are likely to be contentious and prolonged consultation may be required. Where TROs are required, it is anticipated that all lengths will be covered by a single Traffic Regulation Order (TRO) that will consist of 2 Schedules: 1. The First Schedule will comprise of a number of lengths of Mandatory Cycle Lane to mirror the various lengths of cycle lane proposed within this application and mirror exactly what is anticipated to be on site. By promoting the TRO this way, it will enable it to be sealed in part, should any length attract a significant number of objections that may become difficult to overcome. This will then enable the rest of the proposals to go ahead without delay. 2. The Second Schedule will include any revocations/amendments that are necessary with regard to existing TROs. The City Centre proposals will remove a number of kerbside parking opportunities (for example Pay & Display, Disabled Parking Places, Loading Bays etc) and as such these existing items will need to revoked as part 25

26 of this work. The removal of the above mentioned kerb side parking will be need to be consulted upon/ advertised and as a consequence interested parties will be able to formally object to the proposals outlined. The risks associated with the Traffic Regulation Order process have been fully captured within the Quantified Risk Assessment (see Appendix 8). B10. Management Case Governance Please name who is responsible for delivering the scheme, the roles (Project Manager, SRO etc.) and responsibilities of those involved, and how key decisions are/will be made. An organogram may be useful here. Details around the organisation of the project including Board accountabilities, contract management arrangements, tolerances, and decision making authorities should be clearly documented and fully agreed. Approach to Governance and Programme/Project Management Good practice adopted by partners involves formal Programme and Project management and this is essential for a scheme the size of the Cycle City Ambition Bid Highway to Health. The Highway to Heath programme will thus be run in accordance with OGC (Office of Government Commerce) best practice. This suggests that the scheme will be delivered as a Programme: that is, a group of related projects. Sponsorship: The Integrated Transport Authority will be the sponsoring organisation since it is the body that is in a position to commit the match funding as per the bid. The Authority has developed the role of its Local Transport Plan Committee (which includes senior representation from constituent District Councils) to include an advisory role of the use of LTP and other funding. The councillors on the Committee are considering setting up a special subgroup on active travel to facilitate better oversight of the programme and to formalise input from other areas of local authority responsibilities, such as public health. Advisory Group: West Yorkshire has an existing multi-agency Travel Choices Board with representation from all the West Yorkshire district councils, including transportation and health, Metro, bus and rail operators, and Sustrans. The Board is able to co-opt new members if required. It is expected that this body will offer support and advice to the Senor Responsible Officer (SRO) as the programme develops. Programme Board: The Programme will be managed through a Programme Board i.e. Chief Officers of the partners, including an SRO who is accountable for the programme and ensuring it meets its objectives and realises the expected benefits. SRO will be Metro's Director of Passenger Services. Other members of the Board are the Programme Manager, three Project Executives, and Business Change Managers (BCMs) in each of the key delivery organisations, Leeds City Council, Bradford Metropolitan District Council and Metro. Since Leeds and Bradford councils are procuring a single supplier to deliver the infrastructure works, it may be appropriate to bring in the contractor as Senior Supplier onto the Programme Board, together with the Contracts and Procurement Manager. The BCMs are critical as they will keep focus on delivery of health, regeneration, mode shift and a range of other benefits, as distinct from the role of the Programme Manager who will focus on programme outputs. With respect to the programme, benefits are realised when people continue to use the new infrastructure and engage with the activities, not when these elements are put in place. Project Management: The Programme will be delivered via three Project Direction Teams (PDTs), using PRINCE 2 methodology. Within the governance structure, it is proposed to assign a Project Executive to each of these three projects within the programme. This is a senior member of staff responsible for the delivery of the project in question and has the authority to make key decisions on the scheme and bring in resources as required. They are in effect the project champion or promoter. Project Managers will be appointed to take responsibility for development and delivery of the individual projects and commissioning work packages from others. The three Projects are: - the Leeds infrastructure works; - the Bradford infrastructure works; and - the Encouragement/Engagement activities. Work will be divided into work packages and each of these will have a Team Leader in due course. An interim Board will be established to deliver the Encouragement/Engagement work. Once the new organisation has been established, the delivery of the engagement activity will be carried out by this body and the Organisation's Board will establish the members of the PDT to continue this work. The Table 11 below expands on these roles and names added where these are known. 26

27 The following two organagrams summarise the governance plan. Table 11: Governance Roles and Responsibilities Role in Programme Name or Description Responsibilities in the delivery of the Highway to Health programme Programme Board Senior Responsible Officer (SRO) Programme Manager Members are: Senior Responsible Officer; Programme Manager; Business Change Managers; Project Executives. It is also likely that the senior supplier will be co-opted onto the Board and the Contracts and Procurement Manager for their expertise. John Henkel, Director of Passenger Services, Metro Not yet appointed 27 * Resolving strategic and other issues between projects to ensure progress of the programme * Defining acceptable risk profiles and thresholds * Ensuring programme realises benefits * Maintaining focus on the agreed scope of the programme * Providing assurance at each stage of the programme * Managing the impact of change * Ensuring programme is consistent with defined strategy * Create and communicate the vision for the Programme * Provide leadership and direction * Secure the investment required * Maintain alignment of programme with strategic direction (i.e. of LTP and appropriate health and regeneration strategies) * Monitor strategic risks; ensure assurance and appropriate governance in place * Day to day management of the programme * Ensuring delivery of capability and outputs e.g. delivery of infrastructure works; delivery of engagement activity * Plan and design the programme * Manage and resolve risks

28 Role in Programme Name or Description Responsibilities in the delivery of the Highway to Health programme * Document the programme s governance arrangements * Manage the budget, and other resource allocation * Management of communications with stakeholders Business Change Managers Project Executives Senior Supplier Contracts and Procurement Manager Project Managers Heather Thomson Leeds Public Health; Andrew Hall Leeds Highways and Transportation; Joe Grint Bradford Transportation; Mike Nolan Metro Travel Choices; others to be added Leeds PDT Roy Coello, Leeds Manager of Engineering Projects; Bradford PDT tba; Encourage and Engage PDT Alison Pilling Metro Information and Marketing Manager Appointed after procurement process Wynne Floyd, Leeds Leeds: Oliver Priestley Bradford: Richard Day Encouragement / Engagement: tba * Maintaining focus on realising the benefits * Design the future operating model * Maintaining stability during transition to this to be state, and preparing the organisations for new ways of working * To monitor the overall progress of the project, approve major plans and take key decisions * To champion the project and balance the demands of the business, user and supplier * To take ownership of project risks and resolve areas of conflict * Authorise expenditure and set stage tolerances * Brief Programme Board about project progress * Ensuring that the supplier objectives/deliverables are clearly specified, agreed and recorded * Ensuring that the project plans are realistic and achievable from a supplier perspective * Briefing and advising the Programme Board and PDTs as appropriate * Ensuring that supplier resources with necessary skills are made available to the project * Advising on impact of change requests from a supplier Perspective * Ensuring that supplier risks identified in the Risk Register * Represent procurement expertise at the Programme Board since timescales and costs are significant programme risks * Be responsible for the delivery of the project on a dayto-day basis. * Manage the project s spend profile * Take responsibility for compliance with financial controls and other regulations; manage risk * Appoint and advise team leaders for the delivery of workpackages B11. Management Case - Risk Management All schemes will be expected to undertake a thorough Quantified Risk Assessment (QRA) and a detailed risk register should be included in the bid. The QRA should be proportionate to the nature and complexity of the scheme. A Risk Management Strategy should be developed and should outline on how risks will be managed. Please ensure that in the risk / QRA cost that you have not included any risks associated with ongoing operational costs and have used the P50 value. Has a QRA been appended to your bid? Yes No Please see Appendix 7 28

29 Has a Risk Management Strategy been appended to your bid? Yes No Will use the cyclical risk management approach (shown opposite) to identify, manage and cost project risks on a continuous basis as the scheme progresses. The initial QRA has been completed for the scheme and this will be reviewed on a regular basis. Where the severity of a particular risk impact changes, we would recalculate the likely cost and programme implications and agree future actions with in accordance with appropriate change management procedures. Mitigation performance and residual risk would be also subject to review at the end of the project. The proposed mitigation measures, along with regular updates to the risk register, form the Risk Management Strategy, which is included in Appendix 7. B12. Management Case - Stakeholder Management The bid should demonstrate that the key stakeholders and their interests have been identified and considered as appropriate. These could include other local authorities, the Highways Agency, statutory consultees, landowners, transport operators, local residents, utilities companies etc. This is particularly important in respect of any bids related to structures that may require support of Network Rail and, possibly, train operating company(ies). a) Please provide a summary of your strategy for managing stakeholders, with details of the key stakeholders together with a brief analysis of their influences and interests. A stakeholder analysis has been undertaken below in order to develop a communications plan, which in turn will support each of the four roles to address stakeholder and communications requirements. Table 11: Stakeholder influence and interest in the scheme Stakeholder Level of influence (Low, Medium, High) Level of interest (Low, Medium, High) 29 Likely feeling towards scheme (Green, Amber, Red) Issues, approach MPs and local ward councillors High Medium Amber Balance needs of all constituents ITA and LTP Committee members High High Green Deliver outputs and benefits effectively Department for Transport High High Green Deliver outputs and benefits effectively Partner staff members: Senior High High Green Deliver outputs and benefits effectively Partner staff members: Public Medium High Green Deliver outputs and benefits effectively health Partner staff members: Highways Medium High Green Deliver outputs and benefits effectively and engineering Partner staff members: Front line staff Low Medium Amber Sell the message to users and potential users Colleagues in Leeds City Region not directly involved in Medium Medium Amber Ensure lessons learned and benefits shared delivery Highways Agency High Medium Green Balance needs of all road users