Surrey s Large Bid to the Local Sustainable Transport Fund

Transcription

1 Surrey s Large Bid to the Loca Sustainabe Transport Fund

2 CONTENTS Headine information 5 Foreword 7 Executive summary 9 Business cases 15 Strategic case 17 - Guidford package 24 - Woking package 46 - Redhi/Reigate package 66 Economic case 105 Commercia case 161 Financia case 167 Management case 175 TRAVELSMART 3

3 foreword Trave SMART is our pan to boost Surrey s economy by improving sustainabe transport, tacking congestion and reducing carbon emissions. Surrey has a very strong economy. The county is a net contributor to the Exchequer, with a tax income of 6.12 miion per year. In addition, Surrey has a GVA of 26 biion arger than any area other than London. It is not surprising that the South East in genera and Surrey in particuar have been caed the engine room of the UK economy. Our exceent ocation and strong road and rai network have heped to make Surrey a prime ocation for nationa and internationa businesses. A third of the M25 runs through the county. Surrey residents and businesses can enjoy the county s unparaeed environment and sti be within an easy commute of London, Heathrow and Gatwick. We have more than 80 rai stations in the county. Surrey is both an exceent pace to ive and to ocate a business. But these advantages have aso brought probems. Surrey s roads are heaviy used with more than twice the nationa average traffic fows. Much of the road network is saturated which means that a traffic incident can cause chronic congestion as drivers ook for aternative routes. Many parts of Surrey are we served by rai stations, but most peak-time trains are bady overcrowded. A of our towns are in need of urgent investment to hep make them easier to access by waking, cycing and pubic transport. We urgenty need to invest in Surrey s transport infrastructure. If we do not, there is a rea risk that some of our major businesses wi eave. Some of our internationa businesses may choose to reocate overseas, with a substantia oss to the UK economy. Our aspiration is to more than doube the size of the Surrey economy by We cannot do this with a road network that has been barey improved since the 1960s and a rai network that has hardy changed since the 1930s. Trave SMART wi hep to keep Surrey moving. It wi turn three of our town centres into we connected paces that peope wi enjoy visiting, whether for shopping or for work. It wi ink areas of reative deprivation to jobs through continuous and we-signed waking and cycing routes. We wi buid a new park and ride for Guidford to ease congestion both in the town centre and on the A3 which runs through the town. In Woking we wi make access improvements in the Sheerwater area, boosting housing and jobs. In Redhi, a series of improvements wi hep tacke congestion and make the town a more attractive pace to ive, shop and do business. TRAVELSMART 7

4 Trave SMART is about heping peope to make effective journeys. We wi make it easier to wak, cyce and use pubic transport, but we aso recognise that many journeys wi sti be made by car. That is why we wi bring in traffic improvements and better information for drivers. We wi do what we can to stop congestion from happening and make journey times more reiabe. But if it does happen, we wi te drivers about it as quicky as possibe so that they can find a different route. Learning the essons from transport poicies of the past, our aim is to work with the residents and businesses of Surrey and not against them. Our job is to hep them get to where they want to be and give peope positive reasons and encouragement to trave smarter. We cannot caim that this programme is the compete soution to Surrey s transport probems. It focuses on three of our towns: Guidford, Redhi and Woking. Our pan is to extend this approach to the whoe of Surrey so other towns can benefit. We know that some of our probems can ony be soved with major infrastructure schemes, which are outside the scope of the Loca Sustainabe Transport Fund. We aso need to tacke probems of rai overcrowding. We wi be bringing forward separate proposas for the improvements that cannot be funded from the Loca Sustainabe Transport Fund. Trave SMART wi be a major boost to Surrey s economy and hep to reduce carbon emissions. Given Surrey s importance to the UK economy, it wi aso bring substantia nationa benefits. David Hodge Leader of Surrey County Counci Brian Farrugia Chairman of Surrey Connects 8 TRAVELSMART Tony Rooth Leader of Guidford Borough Counci Mrs Joan Spiers Leader of Reigate & Banstead Borough Counci Geoff French, Chairman of Enterprise M3 Loca Enterprise Partnership John Kingsbury Leader of Woking Borough Counci

5 LSTF Large Project Business Cases Headine information Pease bind this form into the front of your core document Project name: Surrey Trave SMART Loca transport authority name(s)*: Surrey County Counci *(If the bid is a joint proposa, pease enter the names of a participating oca transport authorities and specify the co-ordinating authority) Senior Responsibe Owner name and position: Iain Reeve Assistant Director (Strategy, Transport and Panning) Bid Manager name and position: Lyndon Mendes Transport Poicy Team Manager Contact teephone numbers: Emai addresses: Lyndon.mendes@surreycc.gov.uk Posta address: Room 420, County Ha, Surrey County Counci, Penrhyn Road, Kingston upon Thames KT1 2DY Website address for pubished bid: Headine description: SurreyTraveSMART s aim is to promote economic growth and increase sustainabe trave (waking, cycing and pubic transport) throughout Surrey. The programme buids on existing successfu initiatives such as the Cyce Woking cycing demonstration town, our Drive SMART anti-socia driving initiative, our quaity bus partnerships and the Transport for Surrey Partnership. The overarching objective is to use Cyce Woking as a genuine demonstration town to create a toobox of cost-effective high impactow cost measures which can be repeated in many other sma-medium sized towns and their rura hinterand. Wherever possibe, measures wi be deveoped, directed and deivered by oca peope and stakehoders. TRAVELSMART 5

6 Tota package cost ( m): Tota DfT funding contribution sought ( m):16.0 Spend profie: Pease outine the DfT funding sought over the period to , broken down by financia year and spit between revenue and capita. Detais of any oca contribution shoud aso be incuded. Pease enter figures in 000s (i.e. 10,000 = 10). K Tota Revenue funding sought Capita funding sought Loca contribution Tota TRAVELSMART

7 EXECUTIVE EXECUTIVE SUMMARY SUMMARY EXECUTIVE SUMMARY

8 Introduction Surrey is a significant net contributor to the nationa exchequer and has a key roe to pay in contributing to economic recovery. However the county s current transport infrastructure restricts its potentia to deiver that contribution, whist aso providing chaenges in meeting carbon reduction targets. The Trave SMART programme wi deiver capita improvements and behaviour change initiatives in three Surrey towns to deiver economic growth and a decrease in carbon. Its aim is to promote sustainabe transport and tacke congestion in Guidford, Redhi/Reigate and Woking - our busiest and most economicay important towns. The bid is for 16 miion with an additiona 4.42 miion of secured private sector funding supporting it. At east a further 4.5 miion wi be spent on compementary measures. The overa scheme has a benefit to cost ratio of 1:3.45. This wi safeguard existing empoyment, potentiay increase jobs in the three towns by some 470 and more widey by over 140, as we as achieving carbon savings of over 22 miion tonnes. Investment from this bid wi be combined with funding aready secured from pubic and private sector sources and enhanced by major redeveopments panned in the three towns. This ensures Trave SMART wi offer a ong asting egacy that wi benefit Surrey and the UK as a whoe. Surrey s business community and borough councis have been engaged in shaping the programme. A snapshot of their views and support for the proposed soutions have been captured in a short fim accompanying this executive summary. Heathrow London M3 trave smart in woking M25 A3 trave smart in guidford M23 Gatwick 10 TRAVELSMART

9 Driving economic recovery Britain is more reiant on the success of the Surrey economy than any other oca authority area outside London. Surrey s economy is worth 28 biion Gross Vaue Added (GVA), arger than Birmingham ( biion), Leeds ( 17.8 biion) and Liverpoo ( 8.6 biion). 2 Surrey s strong economy is based, in part, on its superb environment, exceent ocation and transport inks. The county borders London, Heathrow and Gatwick. Many of our residents ive within a few minutes wak of the most heaviy wooded countryside in Engand and ess than an hour s rai journey into London. One third of the M25 runs through Surrey, as we as arge sections of the M3, M23 and A3. Guidford, Woking and Reigate and Banstead (the oca authority within which Redhi/Reigate sits) have a combined economic vaue of 9.47 biion and together provide empoyment for 190,800 peope. As such they are Surrey s busiest centres with great potentia for further economic growth. Barriers to growth Surrey s economic advantages are starting to cause acute probems for the county. Congestion on Surrey s oca roads, trunk roads and motorways is estimated to cost Britain s economy 550 miion per annum. The road network is saturated with traffic meaning that a singe traffic incident on the M25 can cause substantia congestion as drivers seek aternative routes. Surrey businesses te us that congestion and unreiabe journey times are one of their greatest concerns and coud be a reason for reocating out of the county. For some of our internationa businesses this coud mean reocating outside the UK. Congestion and poor access are aso major reasons for businesses choosing not to move into Surrey. This is particuary true for retaiers as traffic heavy town centres reduce their attraction as shopping destinations. Car ownership is high in Surrey, arguaby a symptom of a successfu economy. Around 86% of househods have access to a car, with more than 45% having access to two or more cars (more than haf as much again compared to the nationa position). This means there is a high eve of suppressed demand for car trave. Providing peope with wider trave choices can benefit the economy by enabing everyone to reach their destinations more easiy and reiaby. Surrey s towns are currenty not we suited to waking and cycing trips. Neary a of them suffer from severance caused by busy roads, raiway ines and rivers which make it difficut for peope to wak or cyce to empoyment, essentia services, shops and eisure faciities. Each of the three towns seected for Trave SMART share these common probems but aso have individua issues. Guidford is one of the 50 most congested cities in Europe. Businesses on the Surrey Research Park te us it can take up to an hour to trave the haf-mie to eave the park. Simiar probems are experienced in nearby Ladymead. The existing probems incude congestion. As we as peak commute times, it buids up during unch times. There is good potentia to introduce a park and ride faciity to Guidford town centre. We aso aspire to hire more oca peope who coud potentiay wak and cyce to work. Richard Fouerton, Aianz Insurance, Guidford. TRAVELSMART 11

10 Woking is word renowned as a sustainabiity hub. Over the ast three years it has had 3.7 miion invested in cycing reated measures and has seen cyce trips increase by 27%. However there are missing routes and further improvements to traffic management and bus priorities required. Congestion is at a times of day and creates particuar constraints for cycists. There is immense pressure on the main road routes. What we need are trave routes that are sensiby managed. Marketing is crucia. Integrated information systems, a one stop shop for a transport needs. Martin Knowes, Mayer Brown, Woking. The Redhi/ Reigate area is a focus for regeneration and economic growth but these adjoining towns share many transport probems. Signage is poor around Redhi, which contributes to congestion. Deivery vehices cause gridock and congestion 60% of the time during the day. There are difficuties recruiting ocay. Better cycing faciities from the station may increase the number of staff cycing to work. Andy Nash, Centre Manager, Befry Shopping Centre, Redhi. The Trave SMART Programme Trave SMART wi tacke these probems through major investment in taiored packages of infrastructure improvements and activities to stimuate behaviour change in the three towns. The aim is to make trave easier within these towns, whether by waking, cycing, pubic transport or by car. This wi hep peope to get to work and job seekers to find work, whist heping to stimuate the retai sector in each town by making it easier for residents to shop ocay. Trave SMART wi be aimed at everyone who traves within the oca area, regardess of whether they drive, wak, cyce or use pubic transport. We want to encourage peope to eave their car at home some of the time, but aso recognise that some journeys can ony reaisticay be made by car. The programme for each town wi have common eements and unique features. For exampe, a three wi have continuous, we signed waking and cycing routes and improvements to bus corridors. For Guidford we are proposing a park and ride scheme. This wi reduce congestion, both within the centre of Guidford and on the A3 trunk road, addressing what businesses say is a major constraint to future success in the town. In Woking the programme wi buid on the success of the existing cycing improvements, whie the Sheerwater corridor improvements wi reieve a oca botteneck and connect a business park cose to an area of deprivation, to the town centre. This wi secure existing jobs and most importanty generate at east 300 new jobs. Redhi/Reigate is an area that wi soon see significant town centre investment. To ensure maximum oca benefit from this, the Trave SMART programme wi improve inks between the town, train stations and residentia areas and make the centre a more attractive shopping and office ocation. Aso within the programme for each town are pedestrian and cycing improvements to hep peope to move around safey. This incudes improved crossings of busy roads, better signing and joining up of disconnected routes. 12 TRAVELSMART

11 2 Additiona activities wi encourage and hep peope to trave more sustainaby. These range from cyce training and the promotion of eco-driving, to better information for drivers about congestion probems. An interactive onine journey panning too wi hep peope to make the best trave choices. To ensure soutions are appropriate to the ocaity and achieve maximum ownership and impact, we wi be setting up an innovative oca chaenge fund for measures to be designed in coaboration with businesses and residents. Key outputs of the Trave SMART programme wi incude: Creation of a 550 space park and ride faciity in Guidford. Bus priority and corridor improvements in Guidford (nine corridors), Woking (four corridors) and Redhi/Reigate (four corridors). Over 34 mies of safe, signed waking and cycing routes across the three towns. Free trave panner training for every empoyer of over 100 staff Estabishing six business trave forums with funding aocated directy to oca business communities to hep address their trave probems. Maximising investment The Trave SMART programme wi incude at east 4.42 miion of deveoper contributions and aso be critica in supporting panned investment. This incudes the redeveopment of Guidford and Redhi train stations, significant town centre regeneration and retai expansion in a three towns. The programme compements other activity and investment across the county, incuding buiding on the success of Cyce Woking (which received investment of 3.7 miion) and work to map strategic infrastructure needs across the county. Trave SMART aso incudes a number of measures to be funded by Surrey County Counci and its partners without the need for resources from the Loca Sustainabe Transport Fund. This incudes a new 4 miion junction at the entrance to the Surrey Research Park, improving access to the University of Surrey and the Roya Surrey County Hospita, and a 500,000 scheme to promote eectric vehices. A ong asting egacy The egacy of the Trave SMART programme wi be secured in three ways: through deivering continued economic benefit as key eements move towards becoming sef financing; through designing the programme to be repicabe; and through tacking transport barriers that currenty constrain further investment. By working cosey with the business community, key eements of the behaviour change programme are designed to be sef-financing beyond the ifetime of the programme. Charging wi be incrementay introduced for key services to business once the business case has been demonstrated. Trave SMART has been designed to offer a tempate approach that can be appied reativey easiy and cost-effectivey to other towns of a simiar size, both within Surrey and esewhere. Effective monitoring and evauation wi ensure that our understanding of what works, in terms of securing economic growth and carbon reduction through transport investment, continues to improve. The programme wi be critica in deivering transport improvements that wi provide the buiding bocks for future private sector investment in Surrey, as confidence increases that the county s transport probems are being addressed. TRAVELSMART 13

12 The amount of funding sought through the LSTF programme for each town, together with the private sector contribution aready secured, is summarised in the tabe beow: Trave SMART investment Guidford Redhi/Reigate Woking Totas Park and ride Variabe message signing Sheerwater corridor improvements Bus priority and corridor Waking and cycing Information, trave panning and marketing Tota per town from LSTF Additiona funding secured Overa tota (A figures in miion) Concusion Trave SMART is a programme of measures to deiver economic growth and carbon reduction in Guidford, Woking and Redhi/Reigate, Surrey s busiest and most economicay important towns. The Trave SMART programme provides a comprehensive package of capita and behaviour change measures that have been shaped and endorsed by Surrey s business community and are: Deiverabe within the LSTF timeine and provide a ong asting egacy. Aimed at tacking specific barriers in the three towns. Linked to wider private and pubic sector investment pans. The Trave SMART programme wi pay a critica roe in: Ensuring that Surrey contributes fuy to the UK s economic recovery, by tacking the transport barriers that currenty jeopardise business retention and expansion of key growth sectors (incuding space technoogy, pharmaceuticas, eectronics and research & deveopment). Maximising the oca economic and carbon reduction benefits of new deveopment through improving trave choice, access to oca empoyment and town centre vitaity. Deivering added vaue through everaging additiona investment and providing a repicabe mode for other UK towns. The LSTF funding woud provide the critica eary investment to kick start a step change in economic recovery. 14 TRAVELSMART

13 strategic strategic case strategic case case strategic case

14 Introduction 2.1 The UK is more reiant on the success of the Surrey economy than any other oca authority area outside London. Surrey s economy was worth 28 biion in 2008, and is greater in size than that of Birmingham ( 20.1 biion), Liverpoo ( 8.6 biion) and Leeds ( 17.8 biion). For many years Surrey has had a arge, high performing economy, benefiting enormousy from good transport inks and cose proximity to London, Heathrow and Gatwick. Surrey s economy has a critica contribution to make towards the UK s economic recovery. 2.2 However there are major transport chaenges which are threatening economic recovery and performance: The popuation in Surrey is predicted to grow 11% by 2026 compared to 2007, pacing enormous pressure on transport infrastructure and making it harder to achieve carbon reduction targets. Congestion on Surrey s oca roads, trunk roads and motorways, is estimated to cost the UK economy 550 miion per annum. In particuar the road and rai networks are prone to severe congestion caused by unforeseen incidents. A-roads in Surrey carry 64% more traffic than the nationa average. Average traffic fows on motorways in Surrey are 83% above the nationa average and 51% above that for the south east. Approximatey one third of the M25 runs through Surrey. Traffic eves aong Surrey s motorways have grown 10% between 1998 and In reative terms the Surrey and the south east economy is aready sipping in the competitiveness stakes. The Word Knowedge Competitiveness Index (2008) shows that the south east of Engand was ranked 74th out of 145 goba regions, down from 40th in The region has aso sipped within the European Competitiveness Index (2006/ 07) being ranked 16th among 118 European regions, down from 12th in If the reative rank of the south east economy is faing then it foows that Surrey s is aso faing. 2.4 Congestion on Surrey s oca roads, trunk roads and motorways, is estimated to cost Britain s economy 550 miion per annum. In 2010 Oxford Econometrics tod us Britain s GVA coud have been increased by 1.6 biion per annum, and tax revenues coud have been 750 miion higher if investment in south east transport infrastructure had been on a par with the nationa average. So this proposa is an integra part of Britain s pans for growth. 2.5 Trave SMART is designed to promote economic growth and reduce carbon by tacking specific transport probems in three of Surrey s most economicay important towns Guidford, Redhi/ Reigate and Woking. This LSTF arge bid for the three areas has a positive benefit cost ratio of 1: In common with the rest of Surrey, a three towns suffer from high eves of traffic congestion. This can ead to unreiabe journeys where it is difficut to predict how ong a journey wi take. Because the road network is saturated it has itte spare capacity to cope with unforeseen incidents, such as coisions, poor weather and road works. This can ead to ong queues on severa key roads within the county. 2.7 A particuar chaenge is that around one third of the M25 runs through Surrey. When the M25 experiences a traffic probem, such as a coision, this can divert arge amounts of motorway traffic onto Surrey s roads. These roads are aready heaviy used in norma conditions and cannot cope with the additiona traffic. 2.8 Loca businesses are becoming increasingy frustrated by these deays and by the unpredictabiity of journey times. This can act as a deterrent to new businesses who might otherwise ocate to Surrey. In some cases, it can prompt existing Surrey businesses to consider reocating to areas with ower traffic eves. Given the internationa nature of some of these businesses, this coud be a oss to Britain. 18 TRAVELSMART

15 2.9 A three towns aso suffer from a high degree of physica severance. This is caused by busy roads, raiway ines or canas cutting the towns in haf and separating areas of housing from areas of empoyment. Because of this, many residents are dissuaded from waking and cycing. Instead they defaut to car journeys which add to the county s aready high congestion eves and carbon emissions A further probem for Surrey is that there is a very high eve of car ownership. Surrey has car avaiabiity eves 55% higher than the nationa average. This makes it more chaenging to encourage more non-car journeys Because Surrey has both severe congestion and a arge number of cars, there is a high eve of suppressed demand for car trave. Surrey residents woud drive more if the roads were not so busy. This means that we cannot simpy provide more road capacity. This coud ead to increased discretionary journeys without providing noticeabe reief from congestion or economic growth Trave SMART aims to tacke these probems through a coordinated suite of compementary measures. Journey time reiabiity wi be improved by better traffic management and improved information to hep peope avoid probems on the road and pubic transport networks. This wi be aided by other measures not funded by the Loca Sustainabe Transport Fund to improve traffic fow, such as the 4 miion hospita roundabout project to enhance access to the Surrey Research Park The severance caused by roads, raiways and canas wi be eased by a programme of route improvements and signage, buiding on the county s successfu Cyce Woking project. The aim wi be to make it much easier to trave around these three towns, which wi in turn encourage peope to make more oca journeys, whether for work or for shopping A programme of information and behaviour change wi be used to encourage peope to wak and cyce more. In order to tacke the high eve of car usage, this programme wi encourage peope to make sma changes, such as waking and cycing for some of their trips. It wi aso focus on changes to car usage which wi reduce emissions, such as car sharing, eco driving and buying more efficient cars A arge eement of the behaviour change programme wi be to work with oca businesses and communities to tacke the specific probems that they have identified as barriers to sustainabe transport. This coud incude improved cyce storage, improved pedestrian crossings, better information, cyce training, improvement to the street scene and so on Pubic transport wi be improved by a programme of route enhancements, incuding priority routes and rea time passenger information on buses and at bus stops. As with road transport, the aim wi be to improve journey time reiabiity which wi in turn encourage more peope to use buses as a reiabe aternative to the car. Bus and rai trave wi be made easier through improved passenger information, incuding better coordination of information through smartphone technoogy A number of projects are panned to tacke probems that are specific to each of the towns. Guidford suffers from high eves of congestion. This is caused by shopping and commuter traffic in the town centre and by through traffic on the A3 trunk road which runs through the midde of the town. To tacke both probems, the programme incudes an additiona park and ride site on the A3. This wi reduce congestion by removing some oca traffic from the A3 and wi aso attract workers and shoppers who woud otherwise have parked in the town centre. However, we are not proposing a park and ride system for Woking and Redhi/Reigate Redhi suffers from town centre congestion caused, amongst other things, by shoppers ooking for a freey avaiabe car parking space. This wi be eased by instaing variabe message signs to direct drivers to car parks with avaiabe space. These signs are aready in pace in Woking and Guidford and have proved to be very successfu. TRAVELSMART 19

16 2.19 The Woking component incudes a scheme to provide a new access road to the Sheerwater deveopment. This wi provide inward investment to the area, create empoyment opportunities and generate economic growth. Woking Borough Counci has a specific oca deveopment framework poicy to provide a positive framework for regeneration of the Sheerwater area. This incudes 250 new homes and at east 300 new jobs. Deveoping a targeted approach 2.20 A high proportion of the economic activity in Surrey is centred in and around the three areas of Guidford, Woking and Redhi/Reigate. These areas are critica to the future economic prosperity of the county but they aso correspond with some of the greatest deveopment pressures and the most severe transport probems. A arge proportion of Surrey s housing and commercia deveopment over the next 15 years wi be ocated in these three areas. Annex 1 provides further information on the economic, environmenta and socia issues. This incudes the atest statistics on the abour market incuding unempoyment, empoyment and skis, data on competitiveness and information on socia and environmenta variabes The package of measures in the arge project bid buids on our key component bid. It aso buids on the origina arge project bid, which set out our initia proposas. The key component bid was focused principay on Guidford and Woking, drawing on the success of the Woking cycing town project, with a countywide traffic and transport information programme and a sma investment within Redhi/Reigate (Reigate & Banstead) for Bike IT. The arge project bid initia proposas were directed at Guidford, Woking, Redhi/Reigate, Epsom, Camberey and Egham Foowing feedback from the Department for Transport, the county counci carried out a methodoogy criteria check based on economic and transport issues, the prospect of regeneration in each town and match funding opportunities for each of the origina six towns. The outcome provided two distinctive groups, with Guidford, Redhi/Reigate and Woking in the first group and Camberey, Egham and Epsom in the second group. This concusion fitted neaty with the investment being made with the key component. It has therefore been agreed on this occasion to focus on the first three of these areas, where the scae of the transport probems is marginay greater, there is scope for eary interventions and the economic benefits are greater. Other areas, incuding Epsom, Camberey and Egham remain high priorities and aso require transport investment in order to support economic growth and regeneration. The Trave SMART principes 2.23 This atest bid and the package of measures for the three areas has been deveoped around a number of key principes: Prioritise cost-effective transport measures which have the greatest impact in supporting businesses, improving access to empoyment opportunities, boosting economic growth, cutting carbon, and improving the quaity of ife for communities in Surrey. Buid on best practice such as the cycing demonstration town projects incuding Woking, and the approach to sustainabe transport in towns such as Worcester, Darington and Peterborough. Work cosey with the borough councis, oca businesses and the wider community in deveopment and impementation of the bid. Tacke congestion by improving journey time reiabiity and information provided to the traveing pubic. Widen the trave and non trave options avaiabe to hep businesses and residents avoid congestion, for exampe by promoting working from home and traveing outside the peak hours. 20 TRAVELSMART

17 Encourage positive changes in trave behaviour by targeting different segments of the popuation and business. Maximise the impact of the bid by integrating it with other funding sources and initiatives as part of a asting programme. Ensure that the design and aesthetic quaity of new infrastructure, for exampe improved signing, enhances the character of the area whist achieving exceent vaue for money. Create a egacy of sustainabe transport that can be repicated in other areas, thereby removing barriers to economic growth and cutting carbon. 2 The package of measures refects the aims of Surrey Connects (Surrey s emerging Loca Enterprise Partnership), in achieving smart economic growth. Smart economic growth wi hep to achieve a sustainabe Surrey and promote increased productivity without harming quaity of ife. For Surrey Connects this incudes sustainabe transport soutions to address Surrey s transport probems; probems that businesses recognise are damaging to economic growth. Logic maps have been produced covering bus priority and corridor improvements as we as the waking and cycing eements within each of the three towns and these can be found in Annex 2. Exampes of information, trave panning and marketing have been provided within each of the towns packages. Options assessment 2.24 The decision making process and the rationae for the preferred package of measures is centred around a robust assessment of the options. The options assessment was a six-stage process as iustrated in figure A and outined beow: 1) An anaysis of the existing and future probems faced by Surrey businesses and residents. 2) An initia ong ist of capita and revenue transport measures was drawn from a wide range of sources, incuding evidence from best practice. 3) The ong ist of measures was then tested with stakehoders, incuding members, oca borough councis, Transport for Guidford, Transport for Woking, the Redhi Regeneration Forum, transport operators and representative community groups. Options were aso tested against the scope of the LSTF and its objectives, to understand the fit with the project. Measures that were unaffordabe, acked carity on economic impact, or didn t fit with the objectives were removed at this stage. 4) This shorter ist of options was then taken through two parae stages. A programme of business engagement gave an opportunity for the business community to refine the ist of measures against identified transport probems and priorities for growth. 5) Running in parae with this process, potentia measures were modeed to ensure a significant contribution to the key objectives of economic growth and reducing carbon emissions. 6) The fina adopted package of measures was deveoped from combined outputs of the modeing exercise and the business testing stage to produce a robust package of measures The Eary Assessment and Sifting Too (EAST) has been used to hep deveop the preferred package of measures, as suggested in the LSTF guidance. Further information about this is provided in the economic case. We have aso made use of the LSTF resource ibrary. This has been used to assess the ikey behavioura changes, and to access the carbon too. TRAVELSMART 21

18 Behaviour change methodoogy 2.26 Behaviour change is one of the key mechanisms for deivering the objectives of the Trave SMART programme. Both the concept and design of the project deiver measures that compement each other using Surrey County Counci s four I s behaviour change approach: Invovement working with businesses and oca communities to identify probems, shape programmes, buid interna capacity and impement projects. Infrastructure buid highy visibe and effective infrastructure with targeted awareness campaigns to maximise take up. Information ensuring signage, web toos and mapping is high quaity and target users receive the right messages. Intervention points puing together invovement, infrastructure and information to maximise behavioura change at key points and times. Tabe 1 Surrey s four I s and enabing behaviour change I principe Invovement Infrastructure Information Intervention points Enabing behaviours More prevaent; more me More doabe More me; more doabe; more prevaent More advantageous 2.27 This approach enabes the project to be designed so that it has vaue to the peope it is targeted towards. The target audiences for the project can be broady defined into three groups - businesses, oca residents, and peope using the town centre. In each of the towns, a rationae for the behaviour change approach has been outined, with one particuar intervention highighted in greater detai to iustrate the approach. Annex 3 provides further information on the approach to segmentation and the Surrey four Is mode. Principes for ong-term egacy of Trave SMART 2.28 Trave SMART has been designed so that over the ife of the programme, it wi generate a revenue stream. In the first year of the project, soft measures aimed at businesses wi be deivered free of charge, as a oss eader in order to buid up recognition and confidence in the brand. In years 2 and 3, measures wi be provided for a subsidised price. The revenue generated from this wi be hed unti the end of the project, when it wi be provided as initia financing to set up an appropriate vehice for continuing the work of the Trave SMART programme There are three possibe approaches that coud be used to continue the work of Trave SMART after LSTF funding has finished: 1. Retain the programme in-house, using the revenue generated from providing services to businesses to fund ongoing measures from the project. 2. Estabish a Community Interest Company, which woud provide charged-for services to businesses and communities. This company woud continue to work cosey with the county counci to ensure that future investment in infrastructure compements the programme and the aspirations of the oca businesses and the communities it woud affect. 22 TRAVELSMART

19 2 3. Se the concept and brand to a commercia organisation that woud be abe to continue providing services to businesses and communities on a fuy commercia basis, with the income from the sae reinvested in sustainabe transport measures. An assessment wi need to be made on the eve of brand equity and therefore its vaue to any potentia purchasers, to understand if this coud be a viabe option At the end of the 2013/14 financia year an assessment wi be made on the brand equity, income eve and possibe interest from partners and commercia organisations to decide which approach wi be the most effective in securing the ongevity and impact of the project. Shoud any organisations have an interest in continuing the programme either as a community interest company or commercia entity a bidding process wi be undertaken to ensure the best resut Whichever approach is seected to continue the work of Trave SMART we woud expect the foowing eements of the project to be continued for the onger term: Brand and marketing activities of the project. Provide bikebiity cyce training. Providing businesses with ongoing materia support for trave panning. Support to business trave forums. Figure A: six stage options assessment An anaysis of the existing and future probems faced by Surrey businesses and residents Long g Long ist of revenue and capita transport measures identified Measures tested against LSTF objectives & scope, and with oca stakehoders Measures refined through programme of business engagement Modeing of possibe measures against economic growth & carbon emissions reductions Fina ist of measures identified TRAVELSMART 23

20 trave smart in guidford GUILDFORD PACKAGE 24 TRAVELSMART

21 2 Summary of the Guidford package At the heart of our proposas is the need to sustain and increase the internationa competitiveness of Guidford. It is the most competitive ocation in Britain outside London, with a town popuation of neary 67,000. Every working day, an estimated 100,000 peope trave through Guidford to shop in the town centre and trave to their paces of work. It is the county s main retai centre and is home to mutinationas incuding Phiips and Syngenta. It hosts an internationay renowned university and a research park engaged in cutting edge research and deveopment in the space, pharmaceutica and eectronics sectors. Businesses te us the main constraints to future success here are congestion, severance and accessibiity. This is preventing business from operating effectivey, and is a deterrent to peope traveing to empoyment and retai centres. Severance by the A3, the raiway ine, Wey navigation and other geography in Guidford is a barrier to waking and cycing. Some radia routes are good, but cross-town routes are not. There is aso poor accessibiity, especiay between the raiway station and bus station. Housing, pubic transport and retai are not we inked. When combined, the effect of these historic infrastructure barriers is to drive business away. We aready have exampes of businesses re-ocating out of the area. The risk to UK PLC is that muti-nationa companies with UK bases and headquarters in Guidford wi move their businesses out of the UK. The Guidford measures wi connect peope with key destinations. The park and ride is designed to reduce congestion in the town centre by giving shoppers and commuters a way to get to the town centre without driving a the way there. It wi aso reduce congestion on the A3 trunk road. Job seekers wi be abe to access new retai and skied job opportunities. These jobs are being created at the Friary Centre, which is set to increase retai capacity by at east 22,500sqm. Tangibe outcomes of investment wi be eases renewed within the next three years at Ladymead Retai Park and Guidford business estates. With the LSTF arge bid investment, Guidford wi continue to provide housing and empoyment growth. It wi continue to fue Britain s economy. This justifies such a substantia investment. Transport probems acting as barriers to economic growth and carbon reduction in Guidford 2.32 Guidford is one of the south east s main regiona centres with an economy worth neary 4 biion Gross Vaue Added (GVA) in 2007, 14% of the Surrey tota. In 2010 the UK Competitiveness Index ranked Guidford as the most competitive city in the UK outside London. Guidford s economy has internationa significance in the Government s high priority growth areas, notaby heath and ife sciences, space, professiona services, digita, and creative media Major empoyers in Guidford incude Aianz Cornhi Insurance Pc, Phiips, Syngenta and Ericsson. There are 10 empoyment sites in the town with more than 500 staff. The town is aso emerging as a hub of computer game design in the UK. Severa successfu game studios have been acquired by goba brands incuding Microsoft and Eectronic Arts. TRAVELSMART 25

22 2.34 Guidford is home to the University of Surrey and the Surrey Research Park. Both have been successfu in attracting internationa and oca businesses and make a major contribution to the regiona economy. Surrey Research Park is regarded as one of the best of its kind in the UK. It is home to significant sector custers such as information communications technoogy, software firms invoved in the computer games sector and biomedicine. Many of the 114 firms based on the site are invoved in the commerciaisation of a wide range of sciences, incuding the Internationa Space Innovation Centre-Surrey. The University has a turnover in the region of 200 miion per annum, 11,800 students, and contributes around 280 miion per annum to the Guidford economy. The research park s contribution to the Guidford economy is around 350 miion per annum Transport probems in the town present major barriers to economic growth and carbon reduction, notaby congestion and poor transport accessibiity in some areas. Business and industria areas within the town suffer major severance from the town centre, rai station and residentia areas, making oca trave extremey difficut. The main causes of this severance are the A3 trunk road, the Wey navigation and the raiway ines. These divide the town and act as major barriers for pedestrians, cycists, buses, cars and heavy goods vehices Guidford is one of the premier shopping centres in the south of Engand, and therefore attracts a significant number of daytime visitors. The retai sector empoys around 9,200 peope, across a range of retai activities, athough retai has seen a oss of 1,000 jobs over the ast five years. There is significant further retai deveopment potentia in the town centre, however the growth and success of these deveopments wi rey on higher town centre footfa. Additiona capacity cannot be deivered through extra car parking provision in the town centre, as this woud exacerbate existing congestion probems. It can be achieved by increasing the number of park and ride sites on the outskirts of the town A survey carried out as part of an economic deveopment study of Guidford in 2009, reveaed that 46% of firms were considering reocating out of the borough, citing traffic congestion as the most significant factor. One respondent summarised the concerns as foows: Increasingy access through Guidford, particuary on and off the research park at peak times, is causing deays and ost work time and having a negative impact on the start and finish hours of both staff and visitors. we are ooking at our options and are in the process of considering reocating the company esewhere This concern is further iustrated by a Surrey County Counci study, which investigated the potentia impact of the South East Pan eves of deveopment, and the potentia impact of park and ride in Guidford. This found that congestion woud rise to unacceptabe eves uness mitigation measures were appied. Traffic probems in Guidford are driving business away. There are aready exampes of businesses re-ocating out of the area. The risk to UK PLC is that muti-nationa companies with UK bases and headquarters in Guidford wi move their businesses out of the UK Congestion in Guidford is acting as a very serious constraint upon the oca and sub regiona economy. The annua average daiy traffic on main routes in Guidford is 15,630 vehices, with 18% of traffic within the peak hours of 08:00 09:00 and 17:00 18:00. These arge voumes of traffic resut in congestion and deays at the start and end of the working day. For exampe, on main routes into the town during the morning peak period, average speed is just 14mph, equivaent to 4 minutes 23 seconds per mie. Car ownership is high in Guidford, with 45% of househods owning two or more cars, compared with the South East average of 38%. High eves of car use and ownership are refected in the town s road transport energy consumption, which totaed 124,000 tonnes in This is the highest in Surrey and is ranked tenth out of oca authorities in the South East Existing bus, waking and cycing infrastructure to areas of empoyment is considered inadequate by oca businesses. Particuar exampes are the Guidford Business Park, Cathedra Hi Industria Estate and Middeton Industria Estate, coectivey known as the Guidford business estates. Together these sites empoy around 5,000 peope. 26 TRAVELSMART

23 Organisations on the Guidford Business Estates have reported concerns that they are strugging to recruit highy skied graduates to work for them. This is due in part to the difficuty accessing the site from the town centre and train station. Some organisations on the estates have short remaining eases on their buidings and are seriousy considering reocating away from the area because of the congestion and access probems As we as deterring existing businesses from remaining in Guidford, traffic congestion is aso acting as a barrier to new deveopment opportunities. The borough counci has concerns that high eves of congestion wi dampen prospects for the redeveopment of sites in and around the town centre, jeopardising future economic growth. Dr Macom Parry OBE, Managing Director of the Surrey Research Park, has cited that 43 miion of investment on the park cannot be made unti the impact on congestion is reduced. Businesses on the park cannot grow, and new businesses cannot be attracted because congestions acts as too significant a barrier in the area Access by bus is poor between some of the oca empoyment areas and Guidford rai station. Penny Hardcaste of Motion Transport stated that few buses serve the rai station, and even fewer ink from the station directy to the major areas of empoyment outside of the town centre. This can ead to connection times of over 30 minutes for journeys of 1.5 to 2 mies. This acts as a significant barrier to peope traveing to work by train, despite the exceent rai connections enjoyed by Guidford station Some residentia areas have poor connectivity with oca empoyment. Westborough is the fourth most deprived area in Surrey (IMD 2007). In October, % of the working age popuation in Westborough were caiming Job Seekers Aowance, compared to 1.8% for Guidford borough. 12.5% of Westborough residents caimed key out of work benefits, compared to the borough figure of 7.1% (May 2011). 37% of residents in Westborough have no quaifications compared to 24.3% across the borough. Potentia sources of empoyment are avaiabe nearby at the Syfied and Middeton Road industria estates but they are not readiy accessibe by waking, cycing or pubic transport. Reativey ow car ownership in the area further exacerbates the issue. The Westborough/Park Barn area has a car ownership rate of 1.08 cars per househod, compared with 1.44 for Guidford borough The Guidford Town Centre Management Group has cited signage to be a major probem throughout the town. Motorists are not given cear signing for some destinations adding to congestion in the town. Signage is aso out of date in some paces. The management group aso have concerns about inadequate signing between the town centre and both the bus and rai stations Areas where severe traffic congestion and/or poor accessibiity is acting as a barrier to economic growth and carbon reduction in Guidford incude the foowing: Widespread congestion in Guidford town centre, exacerbated by severance from the raiway, Wey navigation and gyratory system. Congestion on oca network adjoining the research park, Roya Surrey County Hospita and University of Surrey, exacerbated by A3 trunk road severance. Congestion aong the A320 adjoining the Syfied industria estate. Poor accessibiity between Guidford rai station, bus station, town centre, and Surrey Research Park, Guidford business estates and Guidford gateway, exacerbated by severance by the raiway, Wey navigation and gyratory system. Poor accessibiity between the Westborough/Park Barn area and oca centres of empoyment, exacerbated by A3 trunk road severance. Inadequate signing in parts of the town, making it difficut to find key ocations such as the rai station The package for Guidford has a range of measures to tacke these probems. TRAVELSMART 27

24 Objectives for Guidford 2.48 The objectives for Guidford take into account Guidford Borough Counci s Loca Deveopment Framework, the objectives of the Surrey Transport Pan (the third Loca Transport Pan), and the core objectives of the Loca Sustainabe Transport Fund. The objectives for Guidford are to: Hep tacke congestion in the Guidford area, which is exacerbated by severance from the A3 trunk road, the Wey navigation and the raiway ines. Support existing businesses and future empoyment opportunities at the business parks and in the town centre. Improve accessibiity from areas of deprivation and other neighbourhoods to centres of empoyment. Improve permeabiity from Guidford rai station to areas of empoyment, with cear signing and safe continuous routes The vision of the Surrey Transport Pan is: To hep peope to meet their transport and trave needs effectivey, reiaby, safey and sustainaby within Surrey; in order to promote economic vibrancy, protect and enhance the environment and improve the quaity of ife The 2009 consutation version of Guidford Borough Counci s Loca Deveopment Framework Core Strategy contains a strategic objective for Guidford town centre that seeks to reinforce its roe as the county s prime shopping centre and ocation for cutura, eisure, office and civic faciities. This is supported by area visions for the town centre and Guidford urban area which incudes the foowing statements: Guidford town centre wi maintain and enhance its function as a transport hub. Its retai and commercia offers wi be enhanced. Improved transport inks wi faciitate trave to oca services and between urban and rura areas. Cycing and pedestrian routes wi compement the main rai and road inks. Proposed package of measures for Guidford 2.51 The Guidford package is designed to target congestion and accessibiity probems, address the concerns of the business community, and hence overcome the barriers to economic growth and carbon reduction. The key eements of the package are iustrated in figures A and B and set out beow: Park and ride system extended with new services to the west of Guidford adjacent to the A3 trunk road. Bus priority and corridor improvements on routes into the town centre, empoyment ocations and other destinations in Guidford, incuding traffic management measures to address the oca botteneck at the junction of Farnham Road and Guidford Park Road. Waking and cycing improvements providing continuous, we-signed, safe, and direct cyce routes incuding: Guidford rai station to the town centre, University, Hospita and the Surrey Research Park. Westborough/ Park Barn and oca centres of empoyment. Information, trave panning and marketing supporting new infrastructure, enabing the economy to grow and heping peope to make the best trave choices in Guidford. This wi incude improved signing to enhance access to key ocations in Guidford. 28 TRAVELSMART

25 Associated key component measures Other bus priority and corridor improvements. Other waking and cycing measures. Traffic and transport information. Trave panning and promotion. Compementary third party funded schemes incuding car cubs, eectric vehices, and traffic management measures to address the oca botteneck at hospita roundabout. 2 Park and ride system extension 2.52 The extension of Guidford s park and ride system is designed to hep overcome congestion and accessibiity probems in the town centre and aong corridors eading to the town from the west. It wi aso hep reduce congestion on the A3 trunk road. Figure B indicates the ocation of the panned park and ride site. The scheme wi offer drivers, particuary those using the A3 trunk road and the A31, an aternative to driving into the congested centre of Guidford. This wi compement the three existing park and ride sites that operate Monday to Saturday, capturing traffic entering Guidford from the north, east and south The panned park and ride car park wi be ocated on a 1.9 hectares site at Manor Farm Guidford, next to the A3. The site wi accommodate 550 surface eve parking spaces. Initiay access to the site wi be via the improved hospita junction. In the onger term a new and more direct access wi be created via a sip road from the A3, avoiding the hospita junction. However, this new access woud ony go ahead as part of a comprehensive scheme to improve the A31/A3 junction. Rai users woud aso be encouraged to park on site, and use the park and ride bus to Guidford rai station for rai services to London and other destinations Compementary traffic management measures incude improvements at two major junctions on the route of the panned park and ride bus services. These are described beow as part of the bus priority and corridor improvements The cost of the park and ride scheme is estimated at 4.5 miion. Discussions have been hed with potentia operators. The operators woud suppy six new high quaity buses to operate the park and ride on a commercia basis. The new buses are vaued at approximatey 900, Once operationa the park and ride site wi require revenue support funding for up to 18 months. Beyond this period we expect it to operate on a commercia basis. Grant funding Loca contribution Loca contribution (secured) (anticipated) 4.5 miion miion Bus priority and corridor improvements 2.57 The bus priority and corridor improvements are focused on key routes in Guidford, to improve accessibiity and reduce the impact of congestion. This incudes corridors inking the town centre, the rai station, the University of Surrey, the research park, Roya Surrey County Hospita, the A25 retai park, Syfied industria estate, and residentia areas, dovetaiing with the key component bid. TRAVELSMART 29

26 2.58 The ocations of the panned bus priority and corridor improvements are shown in figure B, and set out beow: 1) University of Surrey / Roya Surrey County Hospita and Surrey Research Park to Guidford town centre. 2) Adershot to Guidford town centre, via Woodbridge Road/Adershot Road/A323. 3) Woking to Guidford town centre via Woodbridge Road/Worpesdon Road/A322. 4) Syfied industria estate to Guidford town centre via Stoke Road/A320. 5) Burpham to Guidford town centre via London Road/A ) Merrow to Guidford town centre via Epsom Road/A246. 7) Godaming to Guidford town centre via Portsmouth Road/A ) Shaford / Craneigh to Guidford town centre via Shaford Road/A281. 9) Farnham to Guidford town centre A31/Farnham Road These nine corridor improvements wi have a major impact in improving connectivity in Guidford. They ink areas of business activity, areas of deprivation, oca communities, rai stations, Guidford town centre, and other sites which are key to the economic prosperity of the town Compementary traffic management measures are panned aong with the bus corridor improvements and park and ride proposas. These incude work at two junctions which cause severe congestion. The hospita roundabout and the Guidford Park Road junction with Farnham Road. The hospita roundabout scheme has been funded by The University of Surrey ( 2.5 miion) and Surrey County Counci ( 2 miion). The scheme wi start during the spring of 2012, for competion before commencement of the new park and ride service. The existing mini roundabout at Guidford Park Road junction with Farnham Road is panned to be signaised at a cost of 0.3 miion using grant funding incuded within this bid The bus priority and corridor improvements wi incude inteigent bus priority measures at signaised junctions, traffic management in the form of cearways, bus cages and revised waiting restrictions at bus stops. Passengers wi benefit from access improvements at bus stops, trave information and bus sheters. Muti-moda transport access points wi be created to upgrade key bus stops. The mutimoda transport access points, represent a new vision for the bus stop. The intention is to greaty improve interchange between bus services, cycists and pedestrians, and buid on the key component work. They wi be sited at oca hubs of community activity (shopping parades, near heath faciities etc) and on cyce routes. Faciities wi incude cyce parking, trave information, ighting, cosed circuit teevision coverage, and raised kerbing to give easy access onto buses. They wi become muster points at which community transport and education transport pick-up/drop-offs can be focussed and where peope can wait in comfort and safety The package of measures within this bid woud count towards the county counci s contribution to the expansion of quaity bus partnerships, potentiay incuding revenue-funded measures such as pubicity. Further rea time passenger information (RTPI) reated measures wi aso be prime candidates for deivery through quaity bus partnerships. This coud incude route-wide or network-wide ro out of short message service (SMS) pates at bus stops. Due to the partnership arrangements, quaity bus partnerships represent opportunities to bring in externa funding to support the LSTF bid Preiminary discussions with transport operators have identified up to 2 miion of investment that the operators woud make if this LSTF bid were successfu. They woud provide approximatey 12 new buses, upgraded services, promotiona activity, rea time passenger information maintenance, and a contribution to the overa infrastructure maintenance. Letters of support are attached in Annex 4. Grant funding Loca contribution Loca contribution (secured) (anticipated) 1.61 miion 0.06 miion 2.5 miion 30 TRAVELSMART

27 Waking and cycing improvements The waking and cycing improvements for Guidford wi provide a network of 14 routes, and connections to the existing Nationa Cyce Route network. These are depicted in figure X.X, and wi be continuous, we-signed, safe and direct routes between communities and paces of work, schoos, eisure, shopping, and pubic transport. The network wi incude routes inking Guidford rai station, the town centre, university, hospita and the research park, and aso between Westborough/Park Barn and oca centres of empoyment, directy addressing the concerns of many oca businesses The Guidford package incudes waking and cycing improvements to form 14 routes that wi make up the new network, together with the Nationa Cyce Route: 1) Merrow to Guidford town centre via Epsom Road. 2) Bushy Hi to Guidford town centre via London Road rai station. 3) Burpham to Guidford town centre via London Road rai station. 4) Jacobs We to Guidford town centre via A320/ Wey navigation towpath. 5) Woking town centre to Guidford town centre via A320 (Guidford section). 6) Pitch Pace to Guidford town centre via Wooden Bridge. 7) Stoughton to Guidford town centre via Wooden Bridge. 8) Rydeshi to Guidford town centre via Wooden Bridge. 9) Park Barn to University of Surrey/Guidford raiway station/town centre. 10) Surrey Research Park/Roya Surrey County Hospita to town centre via raiway station. 11) Onsow viage to town centre via Guidford Park. 12) Godaming to Guidford town centre. 13) University of Surrey/Roya Surrey County Hospita to Merrow. 14) The Spectrum eisure centre to Guidford town centre via Guidford Coege. The Nationa Cyce Route network NCR 223 Woking town centre via Sutton Green to Guidford town centre via London Road raiway station. NCR 22 Farnham to Guidford town centre. NCR 22 Dorking to Guidford town centre The intention is to improve accessibiity around Guidford, overcome the severance caused by barriers such as the A3, the raiway ines and the Wey navigation, thereby bringing economic benefits to the area, cutting carbon and encouraging heathier ifestyes. The 14 routes comprising the network wi be appropriatey branded, and inked in with two cross-town Nationa Cyce Routes (NCR 22 and 223) The package of waking and cycing measures within the bid represents a continuation of the successfu work within Woking (cycing town ) by roing this out to Guidford. Investment wi focus on removing barriers and gaps in the existing network. This incudes the crossing of the A25 at Woodbridge Meadows, and improved approaches to the Wooden Bridge crossing the A25 and A3, dovetaiing with the key component bid. Grant funding Loca contribution Loca contribution (secured) (anticipated) 0.57 miion 0.36 miion 0.0 miion TRAVELSMART 31

28 32 TRAVELSMART Information, trave panning and marketing 2.68 The information, trave panning and marketing interventions are designed to maximise the impact of the new infrastructure, enabing the economy to grow, and heping peope to make more sustainabe trave choices in Guidford. The main measures incude: Maps instaed at stations and car parks. Surrey traffic and trave information website. Trave panning training. Business trave pan forums. Expansion of the Brompton Dock scheme. Eco Driver training. Car sharing scheme. Intensive targeted marketing. Cyce training. Wayfinder mapping Probems of accessibiity around Guidford arise from physica barriers such as the Wey navigation, the A3 trunk road, and the raiway, but are aso due to the ack of cear egibe routes from key access points into the town. To hep overcome this, arge maps wi be instaed at exits from the rai and bus stations, and muti storey car parks at Farnham Road and York Road. This wi reinforce the improved signage avaiabe throughout the town At key bus stops aong the proposed bus priority corridors, improved mapping wi be produced to iustrate the onward journey possibiities for pedestrians and cycists, as we as avaiabe bus connections As part of the key component funding, a town wide interactive mapping too is being produced giving peope a weath of information about the options for traveing to and around Guidford. In order to deveop this project further, additiona funding from the arge bid is required to integrate the system into the Surrey traffic and trave information website. This wi enabe peope to gather rea time information on a modes of transport in one singe pace. An awareness campaign to promote the use of this site is aso underway Businesses can find it difficut to effectivey infuence the trave behaviour of their empoyees. Having the right skis and resources is key to making this work. It is therefore proposed that professiona trave panner training wi be offered to a Guidford businesses with over 100 empoyees. This wi invove speciaist training being provided for up to three empoyees from each business, at a cost of approximatey 1,000 per business. The main areas of focus for this wi be three major business areas of the Surrey Research Park, Guidford Business Estate, and Guidford Gateway. Materias and marketing support wi be provided for businesses that take up this opportunity. In order to receive the training, trave panners wi need to commit to offering three hours of trave panning advice to a oca SME (sma or medium sized enterprise) once a year. This wi ensure that good quaity trave panning backed up with oca knowedge can be provided to as many businesses as possibe within Guidford Three business trave forums, with independent support and a budget of 50,000 per financia year each (haf revenue, haf capita) wi be set up. Businesses wi be abe to fund trave SMART measures that wi directy benefit them. It may be possibe for this forum to operate out of one of the existing business networks in the area such as the Guidford Business Estates tenants forum. A forum measures wi be backed up by monitoring via the County trave pan monitoring system and wi be free of charge to the businesses. Severa businesses have highighted bus connectivity from the train station to their office base as a major probem for them. One cear remit of the business forums is to hep faciitate discussions and the presentation of a business case to bus operators to tacke this probem.

29 To support new cyce and waking infrastructure and improve connectivity between the train station and business parks, an expansion of the Brompton Dock offer in Guidford is proposed. There is currenty an 80 bike dock ocated at Guidford training station. This was provided in a partnership between Brompton Dock Ltd and South West Trains. Businesses wi be encouraged to site a dock on their premises. If they agree to the dock being part of a Guidford wide pubicy accessibe system, they wi enjoy a reduced set up and maintenance cost for the system for the first two years Eco Driver training wi be provided for Middeton Road, Syfied and Merrow industria estates, focusing on higher mieage drivers of over 15,000 mies per annum. Organisations operating feet and/or deivery vehices can benefit from an on average 13% saving on fue bis. This wi deiver both a business cost saving and a carbon reduction for the organisation Syfied Industria Estate is home to at east 17 car deaership and vehice mechanics which generate high eves of car trips and contribute to oca congestion aong the A320. The trave pan reating to the Audi Deaership on the estate identifies a singe occupancy vehice figure of 89%. A new deaership car sharing scheme wi be produced which wi enabe the car deaerships to co-ordinate journeys for vehice drop off and pick up, for their customers, reducing tota trip numbers Limited personaised trave panning advice wi be made avaiabe for smaer businesses in Guidford. This appies to businesses with fewer than 100 empoyees who wi not be eigibe for trave panner training Part of the funding from Surrey s successfu key component bid is being used to test marketing techniques that coud be used as part of the arger scheme. In particuar, extensive targeted marketing aong the improved bus corridors and new cyce routes wi be undertaken, with a businesses and househods within a 300m buffer receiving some intervention. If this method deivers positive resuts then it wi be roed out across the rest of the project Residents and businesses within the cyce route buffer zones wi aso be entited to discounted cyce training. Launch events wi accompany the competion and marketing of routes, to try and generate interest from the oca popuation who are most ikey to use the route Additiona funding for the Westborough/Stoughton community fund wi be aocated. This fund is being set up with resources from the key component bid and wi assist residents to improve access to oca areas of empoyment. The Westborough pan identifies improved inks to areas such as Syfied industria estate as a key issue for oca residents As the trave offer in Guidford improves, this wi be supported by a more genera trave awareness campaign, co-ordinating messages from operators. The campaign wi be supported by the interactive website. For pedestrians wayfinder mapping wi be instaed on-street in Guidford town centre and at the key gateway points. This is ikey to be simiar to the Legibe London or Gasgow Street sign concept. Approximatey 15 signs wi be required. Grant funding Loca contribution Loca contribution (secured) (anticipated) 2.06 miion 0 miion 0 miion TRAVELSMART 33

30 Associated key component measures 2.82 The key component bid measures for Guidford incude the foowing: Initia bus priority and corridor improvements, with a muti-moda transport access point, inteigent bus priority systems and rea-time information. Initia waking and cycing improvements. Countywide traffic and transport information. Trave panning and promotion. Compementary third party funded measures to support the growth of car cubs and eectric vehices Guidford has been aocated 0.26 miion to initiay start bus priority and corridor improvements on key routes within the town. This work wi ony start the process of improvements that wi require the addition of the 1.61 miion incuded within this bid Guidford s waking and cycing programme has had 0.9 miion set aside for upgrading of certain routes and to create new routes which are more direct, continuous and connecting where peope ive to oca businesses and retaiers. An additiona 0.57 miion has been incuded within this bid to create further connectivity between residentia areas/transport hubs and areas of empoyment/retai. Impact of the package in supporting economic growth and carbon reduction in Guidford 2.85 There is cear evidence to show that the package of measures for Guidford woud have strong benefits for economic growth and carbon reduction. Tabe 2 sets out the transport probems, objectives, package measures and the beneficia impacts that woud arise. These are the additiona benefits the project wi deiver, over and above those aready panned in the Surrey oca transport pan, and those funded from aternative sources. Summarised beow are the principa impacts that the package woud have for both economic growth and carbon reduction in Guidford. The economic case provides detaied evidence to substantiate the journey time savings, reduced vehice fows, bus patronage figures and other benefits as referred to beow and in Tabe Support for business operations through reducing congestion probems in Guidford town centre, adjoining the research park, Roya Surrey County Hospita, the university, the A320 adjoining the Syfied industria estate and other corridors into the town. This wi be achieved by increasing mode choice to encourage a shift away from the car. The resuting improvement in capacity wi aow businesses to recruit from a arger poo of peope therefore widening the skis base that empoyers wi have access to. The evidence for this incudes: Reduced journey times for remaining car and business/freight trips due to the diversion of car trips to park and ride, bus, waking and cycing and a corresponding change in journey time isochrones Increase in the tota number of empoyees traveing into Guidford town centre in the peak period. A arger number wi use the improved bus services and cyce routes being created, freeing up road capacity to be used by others who need to trave by car. The evidence for this is: Isochrones iustrating that the catchment area for Guidford has increased whie maintaining journey time threshods Increased footfa in Guidford town centre in the inter-peak period to boost shopping turnover and support pans for commercia deveopment. The evidence for this increase in peope coming into the town centre incudes: In excess of 950 additiona passengers daiy on weekdays arising from the new park and ride service and bus priority corridors into Guidford town centre. Increased cyce trips on improved cyce routes into the town centre. 34 TRAVELSMART

31 Economic growth and job creation, generated by the redeveopment of car park space in the town centre. This economic stimuus is made possibe by repacing existing parking space with the extra capacity at the new park and ride service and other eements of the package. Evidence incudes: The assessment of the new park and ride service and increased bus patronage on bus priority corridors. The potentia for an increase in the number of jobs Increased accessibiity to empoyment sites at the research park, Guidford business estate, Guidford Gateway and Syfied industria estate, to and from the rai station, bus station and town centre. Evidence incudes: Increased bus patronage on bus priority corridors inking with the major empoyment sites. Increased cyce trips on improved cyce routes into the major empoyment sites Improved reiabiity and predictabiity of journey times for a traffic between the town centre, empoyment sites and residentia areas surrounding the town centre, due to the bus priority corridor improvements and other eements of the package Reduction in carbon emissions generated by traffic in the Guidford area as a resut of the package of LSTF measures. Evidence using the Department for Transport carbon too and the LSTF resource ibrary, as referred to in the economic case: Reduced carbon emissions of 13.1 miion tonnes New empoyment opportunities for oca peope from the more deprived areas at Westborough/ Park Barn and other parts of Guidford. There wi aso be an increased poo of abour avaiabe to empoyers. The evidence demonstrates: 283 jobs created in Guidford due to Trave SMART measures. An additiona 6.7% of the oca popuation fa within a 30 minute drive time of Guidford Increased workforce productivity due to improved heath and reduced absenteeism: 5.8 miion worth of heath benefits and a reduction in absenteeism worth 0.271miion Enhanced signing in Guidford to improve access between the rai station, bus station and town centre, and to empoyment sites at the research park, Guidford business estate, Guidford Gateway and Syfied industria estate Empoyees based in the above ocations have been estabished as the key target audience. In creating new and improved routes to these destinations, cear comprehensive signage and maps are aso required, simiar to the successfu experience in Ayesbury (Gemstones Routes) and Woking (Panet Trais). In both these towns, high quaity signing was used which aso acted as an advert to potentia motorists stuck in congested traffic to use these routes. Future major deveopments in Guidford 2.97 A number of major deveopments are anticipated to take pace by These wi bring compementary measures that wi dovetai with the improvements within this bid. The major deveopments incude: Westfied Friary shopping centre extension - panning appication awaited. Guidford bus station reocation to Bedford Road - panning appication awaited. Ladymead retai park - various panning appications for increased retai foor space. Beeby theatre, mixed retai and community deveopment - pre-panning discussions with potentia retaier. University of Surrey Manor Park campus - the university continues to impement the campus master pan. TRAVELSMART 35

32 Guidford Station deveopment for mixed use scheme - pre-panning discussions ongoing. Syfied industria estate community recycing centre - Surrey County Counci intend to submit a panning appication in Consequences if the Guidford LSTF package is not funded 2.98 If the LSTF arge package bid is unsuccessfu then the benefits set out above and in Tabe 2 wi be ost, at east in the foreseeabe future. As a consequence, the transport probems in Guidford wi become increasingy severe, prohibiting economic growth and carbon reduction. Athough the key component funding is hepfu, it ony goes part way to soving the existing transport issues within Guidford The principa consequences for Guidford if the LSTF package is not funded can be summarised as foows: Traffic congestion, deays and unreiabe traffic conditions woud have a greater impact on the economy. Business operations in the town centre, the research park Guidford business estate, Guidford Gateway, Syfied industria estate and other parts of the town aready hampered by congestion and poor accessibiity woud become untenabe. If the LSTF improvements are unfunded then companies woud carry out the threat to eave the area, many coud reocate abroad, expansion pans woud be put on hod, jobs woud be ost and economic recovery woud be jeopardised. 46% of the firms in Guidford are aready considering eaving because of the severe traffic congestion. Without the LSTF improvements the contribution which the Guidford economy makes to the UK - worth amost 4 biion in woud decine. Prospects for retai deveopment in Guidford town centre woud be undermined. This is because there woud be no increase in footfa in the town centre if the LSTF proposas to increase bus patronage and cyce use, and bring more peope into the town were not forthcoming. More jobs woud be ost in the retai sector in Guidford, adding to the 1,000 aready ost in the ast five years. Economic growth and job creation woud be put at risk. In particuar, car parking space in Guidford town centre that woud be reeased for deveopment woud need to be retained as parking space. If the LSTF bid is successfu, the improved park and ride and bus services wi bring more peope into the town centre, aowing car parking space to be used for growth and job creation. Businesses woud have increasing difficuty in attracting empoyees to Guidford because of the congestion probems in peak hours. Companies on the Guidford business estates are aready reporting probems recruiting highy skied graduates. The deveoping space technoogy, computer games and other sectors in Guidford coud move abroad. Carbon emissions woud increase, aong with continued reiance on the car for most journeys. Uness the LSTF package of sustainabe transport measures is funded the opportunity to achieve carbon savings wi be ost. 36 TRAVELSMART

33 2 Higher eves of unempoyment woud continue in areas of deprivation such as Westborough/Park Barn. This is because the accessibiity between these areas and the empoyment sites in Guidford woud continue to be inadequate uness the LSTF package is funded. The high proportion (currenty 12.5%) of Westborough residents caiming key out of work benefits woud continue and coud increase. Poorer heath, productivity and absenteeism eves woud continue, because of the typicay ower eves of physica activity associated with dependence on the car. The LSTF proposas for more sustainabe forms of transport such as waking and cycing wi improve fitness, heath, morae and productivity of the workforce. TRAVELSMART 37

34 Tabe 2: The impact of the Guidford package of measures Probems Barriers to economic growth and carbon reduction. Objectives Derived from the probems Widespread congestion in Guidford town centre, exacerbated by severance from the raiway, Wey navigation and gyratory system. To hep tacke congestion in the Guidford area, which is exacerbated by severance from the A3 trunk road, the Wey navigation and the raiway ines. Congestion on oca network adjoining the research park, Roya Surrey County Hospita and University of Surrey, exacerbated by A3 trunk road severance. Congestion aong the A320 adjoining the Syfied industria estate. To support existing businesses and future empoyment opportunities at the business parks and in the town centre. Poor accessibiity between Guidford rai station, bus station, town centre, research park, Guidford business estates and Guidford Gateway, exacerbated by severance from the raiway, Wey navigation and gyratory system. Poor accessibiity between the Westborough/Park Barn area and oca centres of empoyment, exacerbated by A3 trunk road severance. To improve accessibiity from areas of deprivation and other neighbourhoods to centres of empoyment. Inadequate signing in parts of the town, making it difficut to find key ocations such as the rai station. To improve permeabiity from Guidford rai station to areas of empoyment, with cear signing and safe continuous routes. 38 TRAVELSMART

35 2 Measures Aimed at addressing the probems and objectives Park and ride system extended with new services to the west of Guidford, adjacent to the A3 trunk road. Bus priority and corridor improvements on routes into the town centre, empoyment ocations and other destinations in Guidford. This incudes traffic management measures to address the oca botteneck at Farnham Road/ Guidford Park Road junction. Impacts Benefits for economic growth and carbon reduction (detaied evidence of the impacts is provided in the economic case) Support for business operations through reducing congestion probems in Guidford town centre, adjoining the research park, Roya Surrey County Hospita, the university, the A320 adjoining the Syfied industria estate and other corridors into the town. Journey time and vehive operating cost savings tota 19.5m (2002 prices and vaues). Improved reiabiity and predictabiity of journey times for a traffic between the town centre, empoyment sites and residentia areas surrounding the town centre. Reduction in carbon emissions generated by traffic in the Guidford area as a resut of the package of LSTF measures. Reduced carbon emissions of 13.1m tonnes. Waking and cycing improvements providing continuous, we-signed, safe and direct cyce routes incuding: Guidford rai station to the town centre, the university, hospita and the research park. Westborough/Park Barn and oca centres of empoyment. Increase in the tota number of empoyees traveing into Guidford town centre in the peak period. Increased footfa in Guidford town centre in the inter-peak period to boost shopping turnover and support pans for commercia deveopment. Economic growth and job creation, generated by redeveopment of car park space in the town centre. This wi be made possibe by repacing existing parking space with the extra capacity provided by the new park and ride service and other eements of the package. Potentia for job creation in the borough is 283 jobs. Increased accessibiity to empoyment sites at the research park, Guidford business estates, Guidford Gateway and Syfied industiria estate, to and from the rai station, bus station and town centre. Widens empoyers access to pouation (workers and skis) within 30 minute drive time by 6.7%. Improved reiabiity and predictabiity of journey times for a traffic between the town centre, empoyment sites and residentia areas surrounding the town centre. Increased workforce productivity due to improved heath and reduced absenteeism. Heath benefits = 5.8m. Absenteeism benefits = 0.271m. (2002 prices and vaues). Waking and cycing improvements providing continuous, we-signed, safe and direct cyce routes incuding: Guidford rai station to the town centre, the university, hospita and the research park. Westborough/Park Barn and oca centres of empoyment. Information, trave panning and marketing supporting new infrastructure, enabing the economy to grow and heping peope to make the best trave choices in Guidford. This wi incude improved signing to enhance access to key ocations in Guidford. Increase in the tota number of empoyees traveing into Guidford town centre in the peak period. New empoyment opportunities for oca peope from the more deprived areas at Westborough/Park Barn and other parts of Guidford. There wi aso be an increased poo of abour avaiabe to empoyers. Enhanced signing in Guidford to improve access between the rai station, bus station and town centre, and to empoyment sites. TRAVELSMART 39

36 Behaviour change in Guidford The approach used to infuence trave behaviour is demonstrated in the exampe beow. This iustrates the process from probem definition to the deveopment of soutions in the Westborough area of Guidford. Linking residentia and deprived areas to areas of empoyment opportunity Guidford Westborough Defining the probem Residentia area, characterised by reativey high eves of unempoyment, adjacent to areas of empoyment opportunity but suffering severance by road and rai. Defining outcomes Reduced unempoyment and associated socio-economic probems. Tacke entry eve vacancy rates. Loca economic benefits. Popuation assessment Working age popuation of 6,100, of which 12.5% in receipt of benefits. JSA received by 3.2% of working age popuation, of which 32% are 24 years and under. Job seekers characterised by ow or no quaifications (88.2%). Less affuent urban young famiies and urban ow income without cars. Options assessment Soutions deveopment Behaviour and attitudina assessment: Mosaic data and DfT segmentation. Business engagement: probem definition and soution design. Existing evidence base what works? Low eves of car ownership, high dependency on pubic transport. Wi be cost rather than carbon driven in terms of trave choice. Needs to be integrated with wider measures to tacke workessness. Quaity improvements to existing waking and cycing (upgrades, signage, ighting) routes to increase confidence of the popuation. Community engagement in soutions to ensure buy-in, through trusted community groups in partnership with business community. 40 TRAVELSMART

37 Partnership working and community participation in Guidford Active engagement and partnership working are centra to the design and deivery of the package. The deveopment of the bid has been carried out with a wide range of stakehoders. This incudes Transport for Surrey partnership, the Transport for Guidford partnership, transport operators, Surrey Economic Partnership, the Surrey Panning Officers Association, Guidford Borough Counci, the oca cyce forum and Surrey Poice. Loca businesses in Guidford have been directy invoved, incuding through stakehoder engagement events The business community was engaged at the beginning of this process to ensure that: Key transport-reated issues affecting oca businesses were identified. Businesses had an opportunity to put forward their ideas to hep shape the content of the bid. Eements of the scheme coud be identified for businesses to take forward as part of the egacy concept A number of business forums and networks aready operate in Guidford through the Surrey Economic Partnership, the Chambers of Commerce and the trave pan forum and networks. However, to ensure the invovement of the wide variety of organisations that are ocated in Guidford, further engagement work was undertaken The Trave SMART brand and website was created to promote the roe of the business community in shaping the bid. Loca organisations were then contacted, informed about Trave SMART and invited to compete an eectronic survey about transport issues. They were aso encouraged to attend a Trave SMART workshop. In addition, the project team attended the Guidford Town Centre Management Group at which transport issues were considered A wide range of organisations in Guidford competed The Trave SMART survey, which coectivey empoy approximatey 6,000 staff. This incuded organisations from the retai, finance, eisure, pubic, education and commercia sectors, as we as the Roya Surrey County Hospita. The survey was aso competed by the Surrey and Borders Partnership NHS Foundation Trust, who have a major office in Guidford borough The survey asked organisations to identify: How different modes of transport are used within their industry. How transport reated probems affect their business. The existing barriers to change in and around the organisation. Measures currenty empoyed to encourage sustainabe trave. The impact of existing measures empoyed by Surrey County Counci on sustainabe trave. How Surrey County Counci coud hep to bring about behavioura change. What organisations need in order to address transport issues The Trave SMART workshop was hed at the University of Surrey in Guidford. This was attended by Aianz Insurance, Cogate-Pamoive, Motion Transport Panning and representatives from Surrey s Chambers of Commerce and Loca Economic Partnership. Discussion about oca transport issues was map-based. This heped participants to ocate specific transport probems and to suggest how they coud be improved. Foowing the workshop, the organisations were asked for foow-up information about their attitude to soft trave measures. The evidence gathered from the engagement process has heped shape the LSTF bid. TRAVELSMART 41

38 Figure A: any town map 42 TRAVELSMART

39 Figure B: bus map 2 TRAVELSMART 43

40 Figure C: cyce map 44 TRAVELSMART

41 Figure D: information, trave panning and marketing map 2 TRAVELSMART 45

42 trave smart in woking woking PACKAGE 46 TRAVELSMART

43 2 Summary of the Woking package Woking is an ambitious town with exceent rai connections to London. The borough has a popuation of 93,100. It is home to the McLaren Group, which has buit its word-cass technoogy centre there. The town centre, the Sheerwater area, West Byfeet and Byfeet are key business ocations. Woking is different from the other two towns we have chosen. It is generay better contained than Guidford and Redhi/Reigate. It aso has better car parking provision. It is on a main rai route. However, it does not have as good connections to the major road network athough the A3, M3 and M25 motorways are cose by. There are aso access probems from the south. The timing is right for Woking as there is consensus around the physica barriers to growth. The Cyce Woking project ( ) has provided tangibe benefits to buid on. The main transport constraints are severance by the raiway ine and congestion which are persistent barriers to waking and cycing. There is aso poor access to Sheerwater, a priority pace from centra Woking. Legibiity of signs is poor for cycists, pedestrians and bus users. The perceived accessibiity probem is exacerbated by a ack of signage and marketing. Our traffic management measures here wi buid on the key component bid. The Sheerwater corridor improvements comprise of enhanced road, cyce and waking routes. This wi improve access to the Sheerwater business parks. As a resut of the proposed investment, peope wi know where they are going and wi be abe to get there quicker and more easiy. This means improved access to jobs for residents and commuters, and an enhanced retai environment. Woking wi have a more attractive town centre, with a more peasant cycing and pedestrian experience. It wi reduce severance caused by the raiway. Peope in Sheerwater, a priority pace, wi be abe to access jobs in the town centre. Transport probems acting as barriers to economic growth and carbon reduction in Woking Woking is a major transport interchange and a focus for deveopment. In 2007 the Woking economy was worth approximatey 2 biion with major empoyers incuding McLaren Group, SAB Mier, Cap Gemini, Cookson Eectronics, Fidessa and the headquarters of KFC and Pizza Hut Internationa. Woking has a we quaified workforce; 43% of the working age popuation have a quaification equivaent to NVQ4 and above and 78% of the popuation are economicay active. However, the number of peope economicay inactive and wanting a job in Woking has increased from 5.4% in June 2008 to 8.3% in March From Woking has faen out of the top 25 ocaities in the UK, in terms of economic competitiveness The main approach roads to Woking a suffer from congestion in the peak periods, as does the A320 (the town s main through route). During the morning peak the average speed on the main routes into Woking is 23mph, equivaent to a trave time of 2 minutes 39 seconds per mie. The annua average daiy traffic fow on main routes in Woking is 14,993, 17% of which occurs during the morning and evening peak hours. This is couped with poor accessibiity in Maybury and Sheerwater. A high proportion of trips, especiay on the east-west routes, are cross-town trips Car ownership in Woking is reativey high - 43% of househods own two or more cars, compared with 38% for the South East. However, there are pockets of deprivation, for exampe, in Maybury and Sheerwater 28% of househods have no car, compared to 14% for Surrey as a whoe. In Maybury and Sheerwater, 3.5% of the working age popuation are caiming Job Seekers Aowance, compared to 1.8% across the borough. Neary 40% of the working age popuation have no quaifications compared to 25.2% in Woking. TRAVELSMART 47

44 2.111 Sheerwater is within the 14% most deprived areas nationay and the most deprived in Surrey for heath deprivation, income and empoyment. It is the fourth most deprived area of the county in respect of education, skis and training eves and unempoyment is reativey high in the area. It is therefore in need of inward investment and economic growth Whist the underying statistics paint a depressing picture, Sheerwater is an area with significant opportunities as a centre of economic activity. The area has been identified by both Surrey and Woking Borough Strategic Partnerships as a priority pace, meaning resources wi be directed to aid economic regeneration there. It has the argest concentration of business parks in Woking. There are active oca community groups which are committed to improvement and regeneration of the area. Considerabe research has aready been carried out to produce an action pan for Sheerwater. Woking Borough Counci s emerging core strategy incudes a specific poicy to provide a positive framework for the regeneration of the area. This incudes the provision of 250 new homes, safeguarding and to create at east 300 new jobs and increasing the retai offer Locations in Woking where severe traffic congestion and/or poor accessibiity is acting as a barrier to economic growth and carbon reduction incude: Poor accessibiity and congestion impacting on the Sheerwater business area, exacerbated by severance from the raiway. Congestion aong the A320 corridor approaching Woking town centre. Poor accessibiity between the Brookands/Byfeet area and West Byfeet due to severance from the M25 and Wey navigation. Inadequate signing in parts of the town, hindering access to key ocations. Objectives for Woking The LSTF objectives for Woking take into account Woking Borough Counci s Loca Deveopment Framework, the objectives of the Surrey Transport Pan (the third oca transport pan) and the LSTF s core poicy objectives. The LSTF objectives for Woking are: To support existing businesses and future empoyment opportunities at the business parks and in the town centre by improving accessibiity and tacking congestion, particuary in Maybury and Sheerwater. To hep tacke congestion in the West Byfeet and Byfeet area, which is exacerbated by severance from the M25 and Wey navigation. To improve accessibiity from areas of deprivation and other neighbourhoods to centres of empoyment. To improve permeabiity in the Woking area by eradicating gaps in the network of existing signage The vision of the Surrey Transport Pan is: to hep peope to meet their transport and trave needs effectivey, reiaby, safey and sustainaby within Surrey. This wi promote economic vibrancy, protect and enhance the environment and improve residents quaity of ife The 2011 consutation version of Woking Borough Counci s oca deveopment framework core strategy contains the foowing spatia vision for 2027: the borough wi have a baanced and sustainabe mutimoda transport system that inks homes, jobs and key services and by doing so improves the overa heath and we-being of residents. To deiver this vision a number of deiverabe objectives have been set incuding foowing: 48 TRAVELSMART

45 To work in partnership with stakehoders, to deiver a transport system that enabes peope to access key services, faciities and jobs by a reevant modes of trave. In particuar, by encouraging the use of pubic transport and creating a safe environment for peope to wak and cyce to the town, district and oca centres. To provide an integrated and effective transport interchange that has an improved Woking raiway station as a focus Poicy CS5 of the core strategy highights the importance of the access improvements to Maybury and Sheerwater with the foowing statement: In order to improve accessibiity into and out of Maybury and Sheerwater, the counci wi work with Surrey County Counci to bring forward proposas for a new access road through Monument Way East and Monument Way West. Proposed package of measures for Woking The package of measures for Woking wi target the congestion and accessibiity probems that are preventing economic growth and carbon reduction. The principa features of the package are iustrated in figures A and B and set out beow: Sheerwater corridor improvements to reieve a oca botteneck and improve access to the business area and oca community, incuding road improvements and associated traffic management measures. Bus priority and corridor improvements on routes into the town centre, empoyment ocations and other destinations in Woking. Waking and cycing improvements providing continuous, we-signed, safe and direct cyce routes incuding: Woking town centre to the major new housing deveopments south of the town, the Barnsbury estate, Worpesdon rai station and Guidford. Woking town centre to the Brookands/West Byfeet area. Knaphi to Brookwood, bridging the gap in the existing cyce network. Information, trave panning and marketing supporting new infrastructure. This wi enabe the economy to grow and peope to make the best trave choices in Woking. This wi incude Improved signing to enhance access to key ocations in Woking. Associated key component measures Other bus priority and corridor improvements. Other waking and cycing measures. Traffic and transport information. Trave panning and promotion. Compementary third party funded measures to support the growth of car cubs and eectric vehices. Sheerwater corridor improvements Poor access to the Sheerwater business parks at Abert Drive is a major obstace to securing inward investment in the area. This has become cear in discussions between oca businesses and Woking Borough Counci. New access arrangements and enhancement of the environment at Abert Drive are considered essentia to further the economic vitaity of this area. This is required to support the existing businesses and to attract new companies and redeveopment opportunities. TRAVELSMART 49

46 2.120 The western approach to the Sheerwater business parks is heaviy congested. Drivers are forced into a narrow one-way system (Eve Road and Arnod Road), via the busy Monument Road The proposed ink road and associated traffic management measures remove the need to drive around the narrow one-way system. The scheme captures traffic entering the area from the north and west, directing it straight into the areas of empoyment. This wi reieve congestion within the Eve Road/Monument Road/Arnod Road system. It wi aso create a much more peasant environment for cycists using Eve Road and Arnod Road and wi connect the Ceres Trai, creating a continuous cyce network Loca businesses are cear about the need for access improvements in the Sheerwater area to unock deveopment and redeveopment opportunities. They consider poor accessibiity as a key obstace to securing inward investment. This poor accessibiity has particuary affected the abiity to et units on the Forsyth Road industria estate. This estate has been suffering from high vacancy rates for some time, with a rate of 61% recorded in Business representatives are very cear that improvements to the road network, aong with improvements to bus services wi encourage new businesses into this area, reduce office space vacancy and retain existing businesses. The proposed corridor improvements wi aso attract additiona retai deveopment into the area, enhancing consumer choice for those iving in Sheerwater There has been significant diaogue between Woking Borough Counci and the business community. Many opportunities have been identified, which wi create more than 300 new jobs within Sheerwater, if accessibiity can be improved. The proposed access improvements that wi unock these deveopment opportunities are deiverabe because Woking Borough Counci and oca businesses are committed to provide significant match funding and resources to secure the bid Work is ongoing to submit a panning appication for the scheme. The borough and county counci are both confident that the corridor improvements wi be deivered within the timescaes of the LSTF. Grant funding Loca contribution Loca contribution (secured) (anticipated) 1 miion 3 miion 0 miion Bus priority and corridor improvements The ocations of the proposed bus priority and corridor improvements for Woking are shown in figure B. They are designed to greaty enhance accessibiity to areas of empoyment. In particuar to the Sheerwater business park, West Byfeet and to the Syfied industria estate in north Guidford. The proposas wi aso improve access to Guidford, which offers job opportunities for peope iving in Woking. Routes wi ink directy into Woking town centre and Woking rai station for connecting journeys to other paces of work There are four corridors which make up the panned bus priority and corridor improvements in Woking: 1) Woking town centre west to Knaphi and Brookwood. 2) Woking town centre east to Sheerwater, West Byfeet and Brookands. 3) Woking town centre north east to Chertsey and St Peter s Hospita via the A320. 4) Woking town centre south to Guidford (corridor improvements commenced in key component). 50 TRAVELSMART

47 2.127 The bus priority and corridor improvements wi incude inteigent bus priority measures at signaised junctions, traffic management in the form of cearways, bus cages and revised waiting restrictions at bus stops. Passengers wi benefit from access improvements at bus stops, trave information and bus sheters. Muti-moda transport access points wi be created to upgrade key bus stops The muti-moda transport access points represent a new vision for the bus stop. The intention is to greaty improve interchange between bus services, cycists and pedestrians and buid on the key component work. They wi be sited at hubs of community activity (shopping parades, near heath faciities etc.) and on cyce routes. Faciities wi incude cyce parking, trave information, ighting, cosed circuit teevision coverage and raised kerbs to give easy access onto buses. They wi become muster points at which community transport and education transport pick-up/drop-offs can be focussed and where peope can wait in comfort and safety The package of measures within this bid wi count towards the county counci s contribution to the expansion of quaity bus partnerships, potentiay incuding revenue-funded measures such as pubicity. Further rea-time passenger information (RTPI) measures wi aso be prime candidates for deivery through quaity bus partnerships. This coud incude route-wide or network-wide ro out of short message service (SMS) pates at bus stops. Due to the partnership arrangements, quaity bus partnerships represent opportunities to bring in externa funding to support the LSTF bid Preiminary discussions with transport operators have identified up to 1 miion of investment that the operators woud make if the LSTF bid was successfu. They woud provide approximatey six new buses, upgraded services, promotiona activity, rea-time passenger information maintenance and a contribution to the overa infrastructure maintenance. Letters of support are attached in Annex 4. Grant funding Loca contribution Loca contribution (secured) (anticipated) 0.62 miion 0.11 miion 1.36 miion Waking and cycing improvements The package of waking and cycing measures for Woking buids on the success of the cyce town project carried out from The purpose of the atest waking and cycing proposas is to remove remaining gaps in the network as shown in figure C. The extended network is designed to increase the number of peope that have safe and sustainabe access to a wider range of job opportunities. It wi bring economic benefits, cut carbon emissions and enabe heathier ifestyes. The new routes wi be we signed and branded, inking in with the existing network and Nationa Cyce routes 221 and An off-road shared route wi be provided aong the A245 Parvis Road to West Byfeet and Byfeet. Businesses in this area provide job opportunities but are not we connected to the existing cyce network. The Wey navigation and M25 act as a barrier, creating severance between the two areas. The A245 is the ony road that inks West Byfeet and Byfeet across the M25, but it is heaviy trafficked and without adequate provision for cycists. TRAVELSMART 51

48 2.133 Simiary an off-road route adjacent to the A320 corridor south of Woking wi improve access between the town centre and rai station, major new housing deveopment, the Barnesbury estate, Worpesdon rai station and Syfied industria estate Partnership work at Woking raiway station invoving South West Trains and the county counci, wi improve cyce parking on the north side of the station. This wi increase the number of spaces, make the area more accessibe and enhance security. A Brompton dock cyce hire scheme is aso panned, simiar to the successfu scheme introduced at Guidford raiway station earier this year The Woking package incudes waking and cycing improvements to five routes as foows: 1) The Phobos route Rydens Way to Od Woking Road. 2) The Earth route Woking town centre to Guidford town centre (Woking section) 3) The Deimos route Woking town centre/raiway station to Maybury. 4) The Mercury route West Byfeet raiway station/town centre to Byfeet/Brookands. 5) The Saturn route Hermitage Road crossing. Grant funding Loca contribution Loca contribution (secured) (anticipated) 0.42 miion miion miion Information, trave panning and marketing The information, trave panning and marketing interventions are designed to maximise the impact of the new infrastructure. This wi enabe the economy to grow and hep peope to make more sustainabe trave choices in Woking. The main measures incude: Marketing campaign at Woking station highighting destinations on cyce routes. Surrey traffic and trave information website. Improved mapping. personaised trave panning. Trave panning training. Business trave pan forums. Targeted marketing. Cyce training. Wayfinder mapping. Cyce hire Brompton Dock Woking enjoys exceent rai access in the town centre and exceent cyce inks from the town centre to most of the surrounding area. However, existing trave information does not encourage interchange between modes. There wi be a targeted marketing campaign at Woking station highighting destinations reachabe by cyce As part of the key component funding, a town-wide interactive mapping too is being produced giving peope information about trave options to and around Woking. In order to deveop this project further, additiona funding from the arge bid is required to integrate the system into the Surrey traffic and trave information website. This wi enabe peope to gather rea-time information on a modes of transport in one singe pace. An awareness campaign to promote the use of this site is aso underway At key bus stops aong the proposed bus priority corridors, improved mapping wi be produced. This wi iustrate the onward journey possibiities for pedestrians and cycists, as we as avaiabe bus connections The Sheerwater cyce hub was set up in 2009 as part of the Cyce Woking project, to compement new cyce routes inking the area to Woking town centre and West Byfeet station. Funding from the key component bid is being used to enabe to hub to deveop into a heathy ifestye hub with support from the oca heathcare providers and education services. 52 TRAVELSMART

49 2.141 Organisations on the Sheerwater business parks wi be abe to request personaised trave panning sessions for their staff. A tota of 500 peope currenty work in the area. This wi attempt to ock in the benefits of the new ink road, and enabe empoyees to make we supported trave choices For arger businesses with over 100 empoyees, professiona trave panner training wi be offered. Speciaist training wi be provided for up to three staff members in each organisation free of charge. In return the empoyees wi be required to offer support once per year to a smaer business nearby. Trave SMART wi offer materias and branding support to participating businesses One business trave forums wi be set up, covering Woking. Independent support wi be provided together with a budget of 50,000 per financia year, spit eveny between revenue and capita. Businesses wi be abe to fund measures that wi directy benefit them Targeted marketing on the new waking and cyce routes in Woking wi be undertaken. A residents within a 300m buffer of the new routes wi be targeted for marketing which wi be further defined by Mosaic groupings. This wi ensure that messages are cosey taiored towards particuar groups - those with a higher propensity to use the new faciities wi be the priority for marketing activities Residents and businesses within the cyce route buffer zones wi aso be entited to discounted cyce training. Launch events wi accompany the combined competion and marketing of routes, to try and generate interest from the oca popuation who are most ikey to use the route. A businesses in Woking wi be abe to access reduced cost cycing training for their staff Woking has seen extensive high quaity signage improvements throughout most of the borough as part of the Cyce Woking project ( ). However, there are sti some gaps which require Cyce Woking signage Wayfinder mapping for pedestrians wi be instaed on-street in the town centre and at the key gateway points. This is ikey to be simiar to the Legibe London or Gasgow Street sign concept. Approximatey 12 signs wi be instaed. Grant funding Loca contribution Loca contribution (secured) (anticipated) 0.99 miion 0 miion 0.33 miion Associated key component measures The key component bid measures for Woking incude the foowing: Initia bus priority and corridor improvements, with a muti-moda transport access point, inteigent bus priority systems and reatime information. Waking and cycing improvements. Countywide traffic and transport information. Trave panning and promotion. Compementary third party funded measures to support the growth of car cubs and eectric vehices miion of the key component bid was aocated to initiate bus priority and corridor improvements in Woking. This work wi start the process of improvements miion of the key component bid was directed to the waking and cycing programme for Woking. An additiona 0.42 miion has been incuded within this bid to create further connectivity between centres of empoyment, the town centre, rai station and residentia areas. TRAVELSMART 53

50 Impact of the package in supporting economic growth and carbon reduction in Woking There is cear evidence that the package of measures for Woking woud have strong benefits for economic growth and carbon reduction. Tabe 3 sets out the transport probems, objectives, package measures and the beneficia impacts that woud arise. The main benefits are summarised beow and incude the additiona benefits the project wi deiver, beyond those aready panned. The economic case provides detaied evidence to substantiate the journey time savings, reduced vehice fows, bus patronage figures and other benefits as referred to beow and in Tabe Support for business operations through reducing congestion probems in Woking, particuary in Maybury and Sheerwater and the West Byfeet/Byfeet areas. This is achieved by increasing mode choice to encourage a shift away from the car. The resuting improvement in capacity wi expand the catchment within which businesses can operate effectivey, increasing the tota poo of empoyees and the skis base empoyers wi have access to. The evidence for this incudes: Reduce journey times for remaining car and business/freight trips due to the diversion of car trips to bus, waking and cycing and a corresponding change in journey time isochrones Increase in the tota number of empoyees traveing into Woking town centre in the peak period. A arger number wi use the improved bus services and cyce routes being created, freeing up road capacity to be used by others who need to trave by car. The evidence for this is: Isochrones iustrating that the catchment area for Woking has increased whie maintaining journey time threshods Increased footfa in Woking town centre in the inter-peak period to boost shopping turnover and support pans for commercia deveopment. The evidence for an increase in town centre footfa incudes: In excess of 37,988 additiona passengers a year on weekdays arising from the new bus priority corridors into Woking town centre. Increased cyce trips on improved cyce routes into the town centre Increased accessibiity to empoyment sites at the Sheerwater business parks enabing economic growth and job creation on sites which currenty have inadequate access. Evidence incudes: Sheerwater corridor improvements providing good access to the business parks. Increased bus patronage on bus priority corridors inking with the major empoyment sites. Increased cyce trips on improved cyce routes into the major empoyment sites Improved reiabiity and predictabiity of journey times for a traffic between Woking town centre, empoyment sites and areas surrounding the town, due to the bus priority corridor improvements and other eements of the package. Evidence based on: An additiona 4.5% of the oca popuation fa within a 30 minute drive time of Woking Reduction in carbon emissions generated by traffic in the Woking area as a resut of the package of LSTF measures. Evidence using the DfT carbon too and the LSTF resource ibrary, as referred to in the economic case: Reduced carbon emissions of 10 miion tonnes New empoyment opportunities for oca peope from the more deprived Maybury and Sheerwater ward and other parts of Woking. There wi aso be an increased poo of abour avaiabe to empoyers. The evidence demonstrates: 102 jobs created in Woking due to Trave SMART measures Increased workforce productivity due to improved heath and reduced absenteeism: 0.5 miion worth of heath benefits and a reduction in absenteeism of miion Enhanced signage in Woking to fi the gaps in the existing network of signs for pedestrians and cycists. 54 TRAVELSMART

51 Major deveopments in Woking that wi bring forward measures compementary to the LSTF bid A number of major deveopments are anticipated to take pace by These wi bring compementary measures that dovetai with the improvements within this bid. The major deveopments incude: Around 300 dweings on and at Brookwood Farm - panning appication ikey to be submitted in eary storey commercia buiding at Victoria Way - panning appication approved, construction not started. Office deveopment at Chertsey Road - panning appication approved, construction not started. New office and 14 fats at Church Street East - panning appication approved, construction not started. 154 dweings at the former Westfied Tip - panning appication approved, construction not started. Word Widife Fund headquarters buiding at the Brewery Road car park - panning appication approved, construction not started. 105 bed hote at Church Street West - panning appication approved, construction not started. 110 bed hote Orienta Road - panning appication approved, construction not started. Campus office deveopment at Parvis Road, West Byfeet - under construction but currenty staed. 88 homes at the High Street, Od Woking - under construction. Mixed use redeveopment comprising 446 housing units, office, and mixed retai uses at Bradfied Cose and Guidford Road - under construction. 117 bed care home at Parvis Road, West Byfeet - under construction. INFORMATION PROVIDED IN CONFIDENCE, NOT TO BE PUBLICISED BEYOND THE DfT. New Asda store in Sheerwater bringing 300 jobs to the area - pre-appication stage. Consequences if the Woking LSTF package is not funded If the LSTF arge package bid is unsuccessfu then the benefits set out above and in Tabe 3 wi be ost, at east in the foreseeabe future. As a consequence the transport probems in Woking wi become increasingy severe, prohibiting economic growth and carbon reduction. Athough the origina cycing town and key component funding is hepfu, it ony goes part way to soving the existing transport issues within Woking The principa consequences for Woking if the LSTF package is not funded can be summarised as foows: Traffic congestion, deays and unreiabe traffic conditions woud have a greater impact on the economy. If the LSTF improvements are unfunded then business operations in the town centre, Maybury and Sheerwater area, West Byfeet/Byfeet and other parts of Woking aready hampered by congestion and poor accessibiity woud become untenabe. Companies woud eave the area, or reocate abroad, expansion pans woud be put on hod, jobs woud be ost, and economic recovery woud be jeopardised. Without the LSTF improvements the contribution which the Woking economy makes to the UK (worth approximatey 2 biion in 2007) woud decine. Prospects for retai deveopment in Woking town centre woud be undermined. This is because there woud be no increase in footfa in the town centre if the LSTF proposas to increase bus patronage and cyce use, and bring more peope into the town, were not funded. Economic growth and job creation woud be put at risk, particuary in Sheerwater but aso in other parts of Woking. If the LSTF bid is unsuccessfu, there wi be no improved access to Sheerwater and there wi be itte prospect of redeveopment, increased economic activity and job creation in the area. The number of economicay inactive peope and job seekers in Woking has aready increased from 5.4% to 8.3% in the ast three years, and that figure woud continue to go up. TRAVELSMART 55

52 Businesses woud have greater difficuty in attracting potentia empoyees to Woking because of the congestion probems in the peak hours. This has an impact throughout woking but particuary on the A320 corridor approaching Woking from the south. Carbon emissions woud increase, aong with continued reiance on the car for most journeys. Uness the LSTF package of sustainabe transport measures is funded the opportunity to achieve carbon savings wi be ost. Higher eves of unempoyment woud continue in the more deprived areas such as Maybury and Sheerwater. This is because the accessibiity between these areas and the empoyment sites in the rest of Woking woud continue to be inadequate uness the LSTF package is funded. The high proportion of residents in Maybury and Sheerwater caiming Job Seekers Aowance (3.5% compared to 1.9% in Woking borough) woud continue and coud increase. Poorer heath, productivity and absenteeism eves woud continue because of the typicay ower eves of physica activity associated with dependence on the car. The LSTF proposas for more sustainabe forms of transport such as waking and cycing, wi improve fitness, heath, morae and productivity of the workforce. 56 TRAVELSMART

53 TRAVELSMART 57 2

54 Tabe 3 : The impact of the Woking package of measures Probems Barriers to economic growth and carbon reduction. Objectives Derived from the probems Poor accessibiity and congestion impacting on the Sheerwater business area, exacerbated by severance from the raiway. Congestion aong the A320 corridor approaching Woking town centre. To support existing businesses and future empoyment opportunities at the business parks and in the town centre by improving accessibiity and tacking congestion. To improve permeabiity in the Woking area by eradicating gaps in the network of existing signing. Poor accessibiity between the Brookands / Byfeet / and West Byfeet due to severance from the M25 and Wey navigation. To hep tacke congestion in the West Byfeet / Byfeet area which is exacerbated by severance from the M25 and Wey navigation. Inadequate signing in parts of the town, hindering access to key ocations. To improve permeabiity in the Woking area by eradicating gaps in the network of existing signing. 58 TRAVELSMART

55 2 Measures Aimed at addressing the probems and objectives Sheerwater corridor improvements to reieve a oca botteneck and improve access to the business area and oca community, incuding a new ink road and associated traffic management measures. Waking and cycing improvements providing continuous, we-signed, safe, and direct cyce routes incuding: Woking town centre to the Brookands / West Byfeet area. Impacts Benefits for economic growth and carbon reduction (detaied evidence of the impacts is provided in the economic case) Support for business operations through reducing congestion probems in Woking, particuary in Sheerwater/Maybury, and the West Byfeet/Byfeet areas. Journey time and vehice operating costs savings tota 42.9m (2002 prices and vaues). Increase in the tota number of empoyees traveing into Woking town centre in the peak period. Potentia for job creation in the borough is 102 jobs. Increased footfa in Woking town centre in the inter-peak period to boost shopping turnover and support pans for commercia deveopment. Increased accessibiity to empoyment sites at the Sheerwater business parks enabing economic growth and job creation on sites which currenty have inadequate access. Widens empoyers access to popuation (workers and skis) within 30 minute drive time by 4.5%. Improved reiabiity and predictabiity of journey times for a traffic between Woking town centre, empoyment sites and areas surrounding the town. Reduction in carbon emissions generated by traffic in the Woking area as a resut of the package of LSTF measures. Reduced carbon emissions of 10 m tonnes. New empoyment opportunities for oca peope from the more deprived areas at Maybury and Sheerwater and other parts of Woking. There wi aso be an increased poo of abour avaiabe to empoyers. Potentia for job creation in the borough amounts to about 100 jobs. Increased workforce productivity due to improved heath and reduced absenteeism. Heath benefits = 0.5m Absenteeism benefits = 0.023m (2002 prices and vaues). Bus priority and corridor improvements on routes into the town centre, empoyment ocations and other destinations in Woking. Waking and cycing improvements providing continuous, we-signed, safe, and direct cyce routes incuding: Woking town centre to the Brookands / West Byfeet area. Knaphi to Brookwood bridging the gap in the existing cyce network. Information, trave panning and marketing supporting new infrastructure, enabing the economy to grow and peope to make the best trave choices in Woking. This wi incude Improved signing to enhance access to key ocations in Woking. Support for business operations through reducing congestion probems in Woking, particuary in Sheerwater/Maybury, and the West Byfeet/Byfeet areas. Improved reiabiity and predictabiity of journey times for a traffic between Woking town centre, empoyment sites and areas surrounding the town. Reduction in carbon emissions generated by traffic in the Woking area as a resut of the package of LSTF measures. Enhanced signage in Woking, to fi the gaps in the existing network of signs for pedestrians and cycists. Waking and cycing improvements providing continuous, we-signed, safe, and direct cyce routes incuding: Woking town centre to the Brookands / West Byfeet area. TRAVELSMART 59

56 Behaviour change in Woking The approach used to infuence trave behaviour is demonstrated in the exampe beow. This iustrates the process of deveoping cycing faciities in Woking, to support business growth. Linking residentia and deprived areas to areas of empoyment opportunity Woking Supporting business growth Soving part of the probem New cycing infrastructure has made Woking more permeabe and easier to access by cyce. Buiding on the benefits To reaise the fu benefit of the new infrastructure, by changing the behaviour of commuters and shoppers towards greater eves of cycing. Demographic assessment Cycing currenty making up ow percentages of traveers to arge businesses. 1.2% of SAB Mier empoyees cyce to work (Trave Pan 2009). Defining the measures Wide scae deivery of cyce training to residents and businesses. Competing gaps in the cycing infrastructure. Setting up business trave forums with funding to deiver further infrastructure improvements and strong behaviour change messages. 60 TRAVELSMART

57 Partnership working and community participation in Woking Active engagement and partnership working are centra to the design and deivery of the package. The deveopment of the bid has been carried out with a wide range of stakehoders. This incudes Transport for Surrey partnership, the Transport for Woking partnership, transport operators, Surrey Economic Partnership, the Surrey Panning Officers Association, Woking Borough Counci, the oca cyce forum and Surrey Poice. Loca businesses in Woking have been directy invoved, incuding stakehoder engagement events The business community was engaged at the beginning of this process to ensure that: Key transport-reated issues affecting oca businesses were identified. Businesses had an opportunity to put forward their ideas to hep shape the content of the bid. Eements of the scheme coud be identified for businesses to take forward as part of the egacy concept A number of business forums and networks aready operate in Woking via the Surrey Economic Partnership, the Chambers of Commerce and the Trave Pan forum and networks. Woking aso has an active Town Centre Management Partnership. To ensure the invovement of the wide variety of organisations which are ocated in Woking, further engagement work was undertaken The Trave SMART brand and website was created to encourage the business community to get invoved in framing the bid. Loca organisations were then contacted, tod about Trave SMART and invited to compete an eectronic survey about transport issues. They were aso encouraged to attend a Trave SMART workshop A breakfast workshop was hed at Woking Footba Cub. This meeting was faciitated by Surrey County Counci. It was attended by representatives from Mayer Brown transport consutancy based in Woking, the Easit Network, Pfizer s Transport Manager and by representatives from Surrey Chambers of Commerce and the Surrey Economic Partnership. Discussion about oca transport issues was mapbased. This aowed organisations to identify specific ocations where transport issues occur and to suggest how these issues coud be improved The business consutation and engagement has payed a centra roe in identifying the probems and shaping the LSTF package. Loca businesses wi be cosey invoved in the deivery of the bid. This wi ensure that it meets business needs and heps drive economic growth in the area. TRAVELSMART 61

58 Figure A: Woking anytown map 62 TRAVELSMART

59 Figure B: bus map 2 TRAVELSMART 63

60 Figure C: cyce map 64 TRAVELSMART

61 Figure D: information, trave panning and marketing map 2 TRAVELSMART 65

62 66 TRAVELSMART redhi & reigate PACKAGE

63 2 Summary of the Redhi & Reigate package Redhi and Reigate are adjoining towns, but have very distinct characters. Reigate is a prosperous and attractive market town and is home to a number of arge bue-chip businesses incuding Canon and Esure. The town centre has a buoyant economy, despite the recession, with ow eves of office and retai vacancy rates. Reigate is characterised by good road and poor rai inks eading to a heavy reiance on the road network for trave to and through the town. This causes significant congestion. In contrast, Redhi s town centre is in decine. It suffers from a poor quaity buit and pubic environment. Athough the town s strategic ocation cose to Gatwick the M25 and M23 means that it is host to big businesses such as Lombard and Bafour Beatty, the poor quaity pubic ream and retai/ eisure offer means that it remains a focus for ower vaue operations. Despite this, Redhi is rich in new opportunities for deveopment. On the horizon there is significant investment and job creation from new Sainsbury s and Asda supermarkets, and residentia deveopments giving Redhi the opportunity to grow. Without commensurate transport investment, the wider regeneration benefits of investment in Redhi wi not be fuy reaised. It is critica that a range of measures are introduced to compement the deveopment. These incude improving connectivity between the two centres by bus and cyce, working with arge empoyers to improve empoyees trave choice, tacking the severance between Redhi rai station and the town centre and improving access to jobs and services in the town centre for communities in the surrounding area. The impact of this wi be to support the economic growth of Redhi town centre, to reduce the congestion eves that bight Redhi and Reigate and to tacke high eves of unempoyment and associated socia probems in neighbouring areas. Transport probems preventing economic growth and carbon reduction in Redhi and Reigate The town centre of Redhi is in urgent need of regeneration, as identified by the Redhi Town Centre Area Action Pan There are a significant number of possibe town centre deveopments which wi be fundamenta in unocking this. These are on track to be deveoped by 2013/14. However, the constrained and inaccessibe town centre currenty works as a deterrent to this. The A23 severs the pedestrianised town centre and bus station from the rai station and the major new residentia deveopments north of the town centre. The retai offer of the town is faied by poor signage, ow-grade cyce parking and the impact of the one-way system that reduces permeabiity. Car parks are poory signed and resut in unnecessary traffic on the one-way system. Retaiers such as Andy Nash, manager of the Befry shopping centre suggest that accessing the town centre is a probem for their tenants and customers The Reigate and Banstead economy is vaued at 3.46 biion GVA per annum. Since 1990, the economy has shown steady growth, increasing by 117% over the period to The borough has seen a 7.4% popuation growth from , compared to the Surrey average of 5.0% The economy is dominated by the financia and business services sector, which contributes amost haf of the borough s GVA and more than a third of a empoyment in the borough. Significant economic growth is projected, with tota GVA growing by 55% in the years to There is a reativey high skis base with TRAVELSMART 67

64 41% of residents quaified to NVQ4 (degree eve) and above. The borough is a net exporter of abour with 27,200 peope commuting into the borough on a daiy basis whist 33,200 residents commute to destinations outside the borough. Many of those who commute out do so to London, particuary those in higher eve occupations. Major empoyers in Redhi and Reigate incude Axa, Canon, Towers Watson, Esure, Back & Veatch and Santander The key routes onto the Redhi one-way system experience daiy fows ranging from 15,900 26,700 vehices per day. Congestion in the area is a significant probem. Modeing the effect of future deveopment in Redhi shows that without improvements, the highway network wi become more severey congested and oca journey times wi markedy increase. Reducing congestion is essentia to the economic prosperity of the town, as we as to the wider Gatwick Diamond area. The resuts of the Trave SMART business survey in October 2011, found that 72% of businesses consider unreiabe journey times to be major transport probem for their organisation Poor connectivity and accessibiity throughout the Redhi/Reigate urban area imits access to jobs and pubic services. Simiary, business access to staff and markets is imited by poor accessibiity. According to the 2009 Eddington transport study, good connectivity is vita to the future economic growth of urban areas. It found that a 10% reduction in trave time can increase productivity by 0.4%- 1.1%. Andy Nash the Befry shopping centre manager, has stated that recruitment is difficut for his tenants because poor transport inks to Redhi town centre make it difficut to attract workers. The rai station is severed from the bus station and town centre by the busy dua carriageway. This makes it very difficut for pedestrians and cycists to cross the road at this point Connections between Redhi and Reigate are poor. Bob Pickes, the director of pubic affairs at Canon stated that empoyees find it hard to trave between Redhi and Reigate due to poor train connections and a ack of a reiabe and direct bus services. Canon have around 450 empoyees working on site at any time. The company funds a daiy coach to and from Redhi station for staff to their office in Reigate, and aso reies on taxis because of gaps in the pubic transport network East Surrey Coege beieve poor east-west pubic transport inks causes many of their staff drive to work. Staff trave from as far as Kent, but find it difficut to find a direct, frequent service to Redhi. Many have to trave towards London and then return to Redhi Severa areas in the borough fa within the most deprived 10% in Surrey. The wards of Redhi West, Redhi East and Merstham experience eves of unempoyment significanty above the borough average with Job Centre statistics indicating that many of those unempoyed in these areas seek retai and customer service positions. New deveopments in Redhi incuding Sainsbury s, ASDA and the Marketfied Way retai and eisure deveopment wi create amost 1,000 new ow skied jobs, presenting a significant opportunity to tacke this pocket of unempoyment. However unike other parts of the county, paces such as Redhi and Merstham have particuary ow eves of car ownership. Additionay, many of the new jobs are ikey to be focussed towards evening and weekend shift work, but pubic transport is imited at these times, making accessibiity a major issue. Improving transport options between these areas is critica to inking these new jobs with abour suppy There is cyce parking avaiabe within Redhi town centre, but much of it is ow grade and underutiised. There are no direct cyce routes through the pedestrianised town centre. Limited connectivity with neighbouring residentia areas aso restricts cycing. Simiary, cycing in Reigate is restricted by the dominance of cars on the one-way system and on street parking. Ony 3% of short work reated trips into Redhi and Reigate are made by bicyce. Cycing accounts for ony 5% of shopping and eisure trips into both town centres The potentia to encourage waking and cycing as part of new deveopments needs to be fuy reaised. New deveopments north of Redhi at Watercoour and Park 25 are creating many new homes. Both ie within waking or cycing distance of Redhi rai and bus stations, as we Redhi town centre. However the existing inks are inadequate to encourage peope to wak or cyce, and are poory signed. 68 TRAVELSMART

65 2.188 Cyce parking at Redhi station has reached capacity. As a resut cycists eave their bicyces in ess safe and potentiay obstructive ocations. This discourages peope from cycing to the rai station. However, improvements are panned by Southern Rai Route signage to destinations around and through Redhi town centre for wakers and cycists is very poor. Signage for vehices is aso uncear. The 2011 Redhi Parking Management Strategy found that poory signed town centre car parks can ead to motorists driving around the one way system searching for a space to park. Poor signage is aso an issue for freight operators; there are nine industria estates within the borough, which are reguary served by heavy goods vehices. Poor signing to these sites adds to unnecessary deay and operating costs for businesses The main areas in Redhi/Reigate where severe traffic congestion and/or poor accessibiity are creating barriers to economic growth and carbon reduction incude: Redhi town centre is currenty in decine, with poor urban ream, a high eve of vacant units, ow-grade uses and a very imited night-time economy. Congestion and poor accessibiity between Reigate, Redhi and other areas surrounding the towns. Poor accessibiity between areas of deprivation such as Merstham and Redhi West, and the town centre. Poor waking and cycing routes between the new housing deveopments at Watercoour, and Park 25 and Redhi town centre. Severance caused by the A23, creating a barrier between Redhi rai station and the bus station and town centre. Poor car park and HGV signage eads to congestion in the Redhi ring road with associated impact on the town centre pubic ream. Objectives for Redhi-Reigate The LSTF objectives for Redhi/Reigate take into account Reigate & Banstead Borough Counci s Loca Deveopment Framework, the objectives of the Surrey Transport Pan (the third Loca Transport Pan), and the core poicy objectives of the Loca Sustainabe Transport Fund. The LSTF objectives for Redhi/Reigate are :- To maximise oca regeneration benefits from the Redhi town centre redeveopment by improving pubic transport, waking and cycing connections between Redhi, Reigate and the surrounding area. To improve accessibiity from areas of deprivation to emerging job opportunities, in support of the Redhi town centres regeneration. To reduce severance between Redhi rai station, town centre and bus station, by improving provision for pedestrians and cycists. To hep tacke congestion by improving information for car parking and freight deiveries. To improve the permeabiity of Redhi town centre with cear signing. TRAVELSMART 69

66 2.192 The vision of the Surrey Transport Pan is: To hep peope to meet their transport and trave needs effectivey, reiaby, safey and sustainaby within Surrey; in order to promote economic vibrancy, protect and enhance the environment and improve the quaity of ife Reigate & Banstead Borough Counci s Loca Deveopment Framework Core Strategy incudes the foowing objectives for transport: To tacke congestion, poution and greenhouse gas emissions of private car use by promoting sustainabe modes of transport, aso promoting heathier ifestyes. To improve accessibiity to key services and faciities by encouraging deveopment in accessibe ocations maintaining and enhancing the movement network. To provide a graduated approach to parking in reation to the accessibiity of ocations as part of a joined-up approach to meeting parking needs and reducing parking concerns. Proposed package of measures for Redhi/Reigate A cear set of measures has been drawn up to support the evident transport probems and economic difficuties facing Redhi/Reigate. A rigorous process of options assessment has been carried out on a wide range of measures, as referred to in the introduction to the strategic case The package of measures for the Redhi/Reigate area is aimed directy at targeting the congestion and accessibiity probems, which are acting as barriers to economic growth and carbon reduction. The principa features of the Redhi/Reigate package are iustrated in figures A and B and set out beow: Bus priority and corridor improvements on routes into the town centre, empoyment ocations and other destinations in Redhi and Reigate. Waking and cycing improvements providing continuous, we-signed, safe and direct cyce routes incuding: Improved pedestrian crossing between the rai station and bus station. Redhi town centre to Merstham and the new housing deveopments at Watercoour and Park 25. Redhi town centre to the rai station, East Surrey Hospita, Horey and Gatwick. Reigate to Redhi. Redhi town centre to the Cromwe Road area. Brompton cyce hire scheme at Redhi station. Information, trave panning and marketing for Redhi and Reigate, supporting new infrastructure and enabing the economy to grow. This wi incude traffic management measures in the form of variabe message signing for car parks in Redhi town centre. Associated key component measures Traffic and transport information. BikeIT trave panning and promotion. Compementary third party funded schemes incuding car cubs and eectric vehices. Bus priority and corridor improvements The ocations of the proposed bus priority and corridor improvements for Redhi/Reigate are shown in figure B. They are designed to greaty enhance accessibiity to areas of empoyment. In particuar, to support the regeneration of Redhi town centre. The proposas wi aso improve access between Reigate and Redhi, to the deprived communities at Merstham and Redhi West, to new housing deveopments at Watercoour and Park 25 and to other residentia areas surrounding the towns. 70 TRAVELSMART

67 2.197 The bus priority and corridor improvements wi incude inteigent bus priority measures at signaised junctions, traffic management in the form of cearways, bus cages and revised waiting restrictions at bus stops. Passengers wi benefit from access improvements at bus stops, trave information and bus sheters. Muti-moda transport access points wi be created to upgrade key bus stops The muti-moda transport access points represent a new vision for the bus stop. The intention is to greaty improve interchange between bus services, cycists and pedestrians. They wi be sited at oca hubs of community activity (shopping parades, near heath faciities etc.) and on cyce routes. Faciities wi incude cyce parking, trave information, ighting, cosed circuit teevision coverage and raised kerbing to give easy access onto buses. They wi become muster points at which community transport and education transport pick-up/drop-offs can be focussed and where peope can wait in comfort and safety The package of measures within this bid wi count towards the county counci s contribution to the expansion of quaity bus partnerships, potentiay incuding revenue-funded measures such as pubicity. Further rea-time passenger information (RTPI) reated measures wi aso be prime candidates for deivery through quaity bus partnerships. This coud incude route-wide or network-wide ro out of short message service (SMS) pates at bus stops. Due to the partnership arrangements, quaity bus partnerships represent opportunities to bring in externa funding to support the LSTF bid. Preiminary discussions with transport operators have identified up to 1 miion of investment that the operators woud make if this LSTF bid were successfu. They woud provide approximatey six new buses, upgraded services, promotiona activity, rea time passenger information maintenance and a contribution to the overa infrastructure maintenance The Redhi/Reigate package incudes bus priority and corridor improvements to four corridors: 1) Redhi town centre (and connecting to Park 25, and via East Surrey Hospita), south aong the A23 to Horey. 2) Redhi town centre north aong the A23 London Road to Merstham. 3) Redhi town centre to Reigate town centre, east-west aong the B2034 Backborough Road. 4) Redhi town centre east-west aong the A25 Reigate Road and extending to Merstham Redhi/ Reigate East/Surrey Hospita service Funding for compementary passenger transport measures for Redhi wi be obtained through deveopments at Park 25 (vaued at 426,000) and Hooey Lane Goods Yard (vaued at 357,000). In addition, preiminary discussions with transport operators have identified up to 1 miion of investment that the operators woud make if the LSTF bid were successfu. They woud provide approximatey six new buses, upgraded services, promotiona activity, rea time passenger information maintenance and a contribution to the overa infrastructure maintenance. Letters of support are attached in Annex 4. Grant funding Loca contribution Loca contribution (secured) (anticipated) 0.50 miion 0 miion 1.91 miion Waking and cycing The waking and cycing improvements for Redhi/Reigate wi provide a network of continuous, we-signed, safe and direct routes between communities and paces work, schoos, eisure, shopping, and pubic transport, as depicted in figure C. The network wi incude routes inking Redhi rai station and the town centre, which is panned to be regenerated over the next 15 years with the most significant deveopments taking pace by A new and improved cyce ink wi be created between Merstham (an area of deprivation) via two new major housing areas Park 25 and Watercoour, connecting to an area of empoyment at Homethorpe, the town centre and Redhi raiway station. TRAVELSMART 71

68 2.204 The intention is to improve accessibiity in and around Redhi town centre, to overcome the severance caused by the busy A23 where connectivity between the raiway station and the town centre is currenty poor. This wi be improved by widening the existing footway and widening and resurfacing the crossing faciities at the A23 through to the town centre, upgrading the ink between the rai station and the town centre It is paramount that these improvements are made before the town centre is regenerated. This wi enabe the new jobs that wi be created to be more avaiabe to oca peope, using sustainabe modes of trave The routes comprising the network wi be appropriatey branded and inked in with cross-town Nationa Cyce route (NCR 23) A cyce route aready exists to the south of Redhi, connecting to East Surrey Hospita, Safords (another empoyment area) and Horey. Athough some of this route is satisfactory, it is panned to carry out work aong this corridor to improve it The Redhi/Reigate package incudes waking and cycing improvements to the foowing routes: Route 1 Merstham to Redhi town centre via A23 corridor. Route 1A Frenches Road to Route 1. Route 2 Merstham to Redhi town centre via Nationa Cyce Route 21. Route 2A Watercoour to Route 2. Route 3 Park 25 to Redhi town centre. Route 3A Redhi rai station to Redhi town centre. Route 4 Whitebushes to Redhi town centre. Route 5 Redhi town centre area. Route 6 Reigate town centre to Redhi town centre. Grant funding Loca contribution Loca contribution (secured) (anticipated) 0.34 miion 0.72 miion 0.14 miion 72 TRAVELSMART Information, trave panning and marketing The information, trave panning and marketing interventions for Redhi and Reigate are designed to maximise the impact of the new infrastructure. This wi enabe the economy to grow and hep peope to make more sustainabe trave choices. The main measures incude: Interactive onine mapping and journey panning website. Marketing campaign. Traffic management and trave information. Surrey Traffic and Trave information website. New to Redhi trave packs. Trave panning training. Business trave pan forum. Intensive targeted marketing. Cyce training. Trave awareness events. Eco Driver training. Community hub. Wayfinder mapping. Brompton dock scheme.

69 2.210 An interactive onine mapping and journey panning website wi be aunched covering Reigate, Redhi, Merstham and Earswood. This wi be designed to compement existing journey panning software such as Traveine. The website wi give peope detaied trave information for Redhi and Reigate. The business community wi be offered the opportunity to purchase a bespoke embedded version for their own website, aowing them to incude it as part of their marketing As the improvements to oca transport faciities are introduced, a wide scae marketing campaign wi be undertaken in conjunction with oca retaiers. Haf the space on Trave SMART branded maps, eafets and other materias wi be avaiabe to retaiers to market their business Poor car park signage in Redhi town centre exacerbates peak time congestion, with drivers ooking for suitabe paces to park. Car park Variabe Message Signing (VMS) is a traffic management and trave information system that has aready been instaed successfuy in Guidford and Woking. The LSTF bid now provides the opportunity to impement a car park VMS system in Redhi. This wi hep tacke congestion, particuary in the one-way system, directy supporting the regeneration pans for the town centre A sma businesses wi be entited to free New to Redhi trave packs for staff. These packs wi contain detais about the trave choices peope have when working in Redhi For arger businesses with over 100 empoyees, professiona trave panning training wi be offered. Speciaist training wi be provided for up to three staff members in each organisation free of charge. In return the empoyees wi be required to offer support once a year to a smaer business nearby. Trave SMART wi offer materias and branding support to participating businesses There wi aso be imited funding avaiabe for personaised trave panner for smaer businesses, with ess than 100 empoyees. These are the businesses that wi not be eigibe to receive the trave panner training Two business trave forums wi be set up, one in Redhi, the other in Reigate, with independent support and a budget of 50,000 per financia year (haf revenue, haf capita). Businesses wi be abe to fund measures that wi directy benefit them. It may be possibe for this forum to operate out of one of the existing business networks operating in the area such as the Redhi Regeneration Forum or the Reigate and Redhi Business Network Part of the funding from Surrey s successfu key component bid is being used to test some marketing techniques that coud be used as part of the arger scheme. In particuar, intensive targeted marketing aong the improved bus corridors and new cyce routes wi be undertaken. A businesses and househods within 300 metres of a bus corridor or cyce route wi be targeted. If the key component proves this method deivers positive resuts, then it wi be roed out to the rest of the project Residents and businesses within 300 metres of a cyce route wi aso be entited to discounted cyce training at a price of approximatey 10. Launch events wi accompany the competion of routes. This wi generate interest from the oca popuation who are most ikey to use the route More genera trave awareness events and roadshows wi take pace, focussing primariy on Redhi town centre during the atter stage of the project. This wi incude a tota of nine town centre roadshows and supporting marketing. TRAVELSMART 73

70 2.220 High trip generating organisations on the Homethorpe and Safords industria estates wi be offered one-to-one in car eco-driver training. This is to support businesses in reducing their carbon emissions and fue costs. Drivers with over 15,000 annua mieage wi be targeted A significant eve of support wi be provided for Redhi West, a deprived ward cose to the centre of Redhi. A community hub wi be estabished, based on the principes of the Sheerwater Community Hub in Woking. The hub wi become a venue for peope to pick up trave information and get their bicyces repaired by oca vounteers. The vounteers wi benefit by gaining new skis. We wi work with oca heath providers to promote active trave as an avenue to better heath. The hub wi aso be the coordinating point for the community fund of 600,000 which wi be made avaiabe to the area. This wi aow residents to take a more active roe in improving their oca area. Community funding wi aso be made avaiabe for the Merstham area New Wayfinder mapping for pedestrians wi be provided throughout the town, at the key gateways and the pedestrianised area of Redhi. Approximatey 12 signs wi be instaed, simiar in concept to the egibe London, or the Gasgow waking system Improved signage wi be provided for cycists as part of the new and existing cyce routes. Grant funding Loca contribution Loca contribution (secured) (anticipated) 3.05 miion 0 miion 0.08 miion Associated key component measures The key component bid measures for Redhi/Reigate incude the foowing: Countywide traffic and transport information. BikeIT trave panning and promotion. Compementary third party funded schemes incuding car cubs and eectric vehices. Supporting economic growth and carbon reduction in Redhi and Reigate There is cear evidence to show that the Redhi/Reigate package of measures woud have strong benefits for economic growth and carbon reduction. Tabe 4 sets out the transport probems, objectives, package measures, and the beneficia impacts that woud arise. The principa impacts are summarised beow in terms of the benefits for economic growth and carbon reduction. These are the additiona benefits the project wi deiver, over and above those aready panned. The economic case provides detaied evidence to substantiate the journey time savings, reduced vehice fows, bus patronage figures and other benefits as referred to beow and in Tabe Increased accessibiity to Redhi town centre in support of the regeneration pans, enabing economic growth and job creation. Evidence incudes: Increased bus patronage on bus priority corridors inking into the town centre from surrounding areas incuding Reigate. Increased cyce trips on improved cyce routes in the town. 74 TRAVELSMART

71 2.227 Support for business operations through reducing congestion probems between Reigate and Redhi and surrounding areas. This is achieved by increasing mode choice to encourage a shift away from the car. The resuting improvement in capacity wi expand the catchment within which businesses can operate effectivey, increasing the tota poo of empoyees and the skis base empoyers wi have access to. The evidence for this incudes: Reduced journey times for remaining car and business/freight trips due to the diversion of car trips to bus, waking and cycing, and a corresponding change in journey time isochrones Reduction in traffic circuating in Redhi town centre, due to the new car park VMS. This new system for Redhi wi hep motorists find the nearest car park with avaiabe space and imit the unnecessary movement of traffic between car parks in the centre. Evidence for this is: Reduced vehice kiometres and associated deays due to drivers accessing the cosest avaiabe parking space rather trying to park in the main town centre car park off the one-way system Increase in the tota number of empoyees traveing into Redhi and Reigate town centres in the peak period. A arger number wi use the improved bus services and cyce routes being created, freeing up road capacity to be used by others who need to trave by car. The evidence for this is: Isochrones iustrating that the catchment area for Redhi/Reigate has increased whie maintaining journey time threshods Increased footfa in Redhi town centre in the inter-peak period to boost retai turnover and support pans for regeneration of the town. The evidence for this increase in peope coming into the town centre incudes: In excess of 65,993 passengers a year arising from the new bus priority corridors into Redhi town centre Improved reiabiity and predictabiity of journey times for a traffic between Redhi and Reigate, empoyment sites and areas surrounding the towns, due to the bus priority corridor improvements and other eements of the package. Evidence based on: An additiona 0.6% of the oca popuation fa within a 30 minute drive time of Redhi/Reigate Reduction in carbon emissions generated by traffic in the Redhi/Reigate area as a resut of the package of LSTF measures. Evidence using the DfT carbon too and the LSTF resource ibrary, as referred to in the economic case: Reduced carbon emissions of 5.2 miion tonnes New empoyment opportunities for oca peope from the more deprived areas at Merstham, Redhi West and other parts of Redhi/Reigate. There wi aso be an increased poo of abour avaiabe to empoyers. The evidence demonstrates: 85 jobs created in Redhi/Reigate due to Trave SMART measures Increased workforce productivity due to improved heath and reduced absenteeism: 0.4 miion worth of heath benefits and a reduction in absenteeism worth 0.02 miion Enhanced signing, particuary for pedestrians and cycists between Redhi rai station, the bus station, Redhi town centre, and other key ocations. TRAVELSMART 75

72 Major deveopments in Redhi/Reigate that wi bring forward measures compementary to the LSTF bid A number of major deveopments are anticipated to take pace by These wi bring compementary measures that dovetai with the improvements within this bid. The major deveopments incude: Repacement of existing Sainsbury s store in Redhi through redeveopment and significant extension, comprising 15,093sqm gross foor area, office accommodation, a 98 room hote, a gym, a muti-storey car park of 927 spaces and new access arrangements - panning permission granted subject to S106, 369,000 secured towards sustainabe trave schemes in Redhi. New ASDA store in Redhi, comprising - 7,765 sqm gross foor area, 330 space car park and anciary retai accommodation - panning appication submitted. Convenience food store and 53 residentia fats at the Liquid & Envy site in Redhi - pre appication stage. New station buiding ed mixed use deveopment incuding food store, other retai units, hote and residentia fats at the station car park in Redhi - anticipated deveopment. Cinema and retai ed mixed use deveopment incuding residentia fats at Marketfied Way Redhi - pre appication stage. Watercoour deveopment in Redhi - under construction. Consequences if the Redhi/Reigate LSTF package is not funded If the LSTF arge package bid is unsuccessfu then the benefits set out above and in Tabe 4 wi be ost, at east in the foreseeabe future. As a consequence the transport probems in Redhi-Reigate wi become increasingy severe, prohibiting economic growth and carbon reduction, and stagnating any empoyment/retai opportunities that the regeneration of the town centre wi bring by 2013/ The principa consequences for the Redhi/Reigate area if the LSTF package is not funded can be summarised as foows: Economic growth and job creation woud be put at risk, particuary in Redhi town centre where the paned new deveopment and regeneration may be undermined. There wi be no improved access to the town centre, no increase in footfa and there wi be itte prospect of successfu redeveopment, increased economic activity and job creation in the area. Traffic congestion, deays and unreiabe traffic conditions woud have a greater impact on the economy. Business operations in Redhi and Reigate woud become untenabe if the LSTF improvements are unfunded. Companies woud carry out the threat to eave the area, many coud reocate out of the area, expansion pans woud be put on hod, jobs woud be ost and economic recovery woud be jeopardised. 72% of oca businesses aready consider unreiabe journey times to be a major probem for their organisation. Without the LSTF improvements the contribution which the Redhi/Reigate economy makes to the UK (worth 3.5 biion per annum) woud decine. The projected economic growth of 55% by 2026 woud be cut. Higher voumes of traffic circuating around Redhi town centre, searching for avaiabe car parking space. This adds to congestion eves and undermines the economy of the town. The LSTF funded car park VMS system woud hep motorists find the nearest avaiabe park space and imit the unnecessary circuation of traffic between car parks in the town centre. 76 TRAVELSMART

73 2 Businesses woud have greater difficuty in attracting empoyees to Redhi and Reigate because of the congestion probems and poor accessibiity in the peak hours. Major accessibiity probems woud continue through the town centre, between Reigate and Redhi, and between the town centres and the surrounding borough. Carbon emissions woud increase, aong with continued reiance on the car for most journeys. Uness the LSTF package of sustainabe transport measures is funded the opportunity to achieve carbon savings wi be ost. Higher eves of unempoyment woud continue in areas of deprivation such as Merstham and Redhi West. This is because the accessibiity between these areas and the empoyment opportunities in Redhi town centre and surrounding areas woud continue to be inadequate uness the LSTF package is funded. Fewer of the 1,000 new jobs to be created by the new deveopments in Redhi, woud be taken by the residents of Merstham and Redhi West. Poorer heath, productivity and absenteeism eves woud continue, because of the typicay ower eves of physica activity associated with dependence on the car. The LSTF proposas for more sustainabe forms of transport such as waking and cycing, wi improve fitness, heath, morae and productivity of the workforce. TRAVELSMART 77

74 Tabe 4: The impact of the Redhi & Reigate package of measures Probems Barriers to economic growth and carbon reduction. Objectives Derived from the probems Redhi town centre is currenty in decine, with poor urban ream, a high eve of vacant units, ow-grade uses and a very imited night-time economy. Congestion and poor accessibiity between Reigate and Redhi, and other areas surrounding the towns. To maximise oca regeneration benefits from the Redhi town centre redeveopment by improving pubic transport, waking and cycing connections between Redhi, Reigate and the surrounding area. To improve accessibiity from areas of deprivation to emerging job opportunities, in support of the Redhi town centres regeneration. Poor accessibiity between areas of high deprivation such as Merstham and Redhi West and the town centre. Poor waking and cycing routes between the new housing deveopments at Water Coour, and Park 25 and Redhi town centre. To improve accessibiity from areas of deprivation to emerging job opportunities, in support of the Redhi town centres regeneration. To reduce severance between Redhi rai station and Redhi town centre and bus station, by improving provision for pedestrians and cycists. Severance caused by the A23, creating a barrier between Redhi rai station and the bus station and town centre. To reduce severance between Redhi rai station and Redhi town centre and bus station, by improving provision for pedestrians and cycists. Poor car park and HGV signage eads to congestion in the Redhi ring road with associated impact on the town centre pubic ream. To hep tacke congestion by improving information for car parking and freight deiveries. To improve the permeabiity of Redhi town centre with cear signing. 78 TRAVELSMART

75 2 Measures Aimed at addressing the probems and objectives Waking and cycing improvements providing continuous, we-signed, safe, and direct cyce routes incuding: Improved pedestrian crossing between the rai station and bus station and town centre. Impacts Benefits for economic growth and carbon reduction (detaied evidence of the impacts is provided in the economic case) Increased accessibiity to Redhi town centre in support of the regeneration pans, enabing economic growth and job creation. Journey time and vehice operating cost savings tota 14.3m (2002 prices and vaues). Support for business operations through reducing congestion probems between Reigate, Redhi and surrounding areas. Increase in the tota number of empoyees traveing into Redhi and Reigate town centres in the peak period. Potentia for job creation in the borough is 85 jobs. Increased footfa in Redhi town centre in the inter-peak period to boost retai turnover and support pans for regeneration of the town. Reduction in carbon emissions generated by traffic in the Reigate-Redhi area as a resut of the package of LSTF measures. Reduced carbon emissions of 5.2m tonnes. Increased workforce productivity due to improved heath and reduced absenteeism. Heath benefits = 0.4m Absenteeism benefits = 0.020m (2002 prices and vaues). Bus priority and corridor improvements on routes into the town centre, empoyment ocations and other destinations in Redhi and Reigate. Waking and cycing improvements providing continuous, we-signed, safe, and direct cyce routes incuding: Improved pedestrian crossing between the rai station and bus station. New empoyment opportunities for oca peope from the more deprived areas at Merstham, Redhi West and other parts of Reigate-Redhi. There wi aso be an increased poo of abour avaiabe to empoyers. Widens empoyers access to popuation (workers and skis) within 30 minute drive time by 0.6%. Merstham, and the new housing deveopments at Water Coour and Park 25. Waking and cycing improvements providing continuous, we-signed, safe, and direct cyce routes incuding: Improved pedestrian crossing between the rai station and bus station. Improved reiabiity and predictabiity of journey times for a traffic between Redhi and Reigate, empoyment sites and areas surrounding the towns. Redhi town centre to the rai station, East Surrey Hospita, Horey and Gatwick. Information, trave panning and marketing for Redhi and Reigate, supporting new infrastructure and enabing the economy to grow. This wi incude traffic management measures in the form of variabe message signing for car parks in Redhi town centre, to reduce circuating traffic. Enhanced signage, particuary for pedestrians and cycists between Redhi rai station, the bus station, Redhi town centre, and other key ocations. TRAVELSMART 79

76 Behaviour change in Redhi & Reigate The approach used to infuence trave behaviour is demonstrated in the exampe beow. This iustrates the process from probem definition to the deveopment of soutions in Redhi to attract peope to the town in of support economic regeneration. Redhi: encouraging visitors to Redhi for retai and business Defining the probem Poor quaity pubic ream, businesses and visitors go esewhere. Good rai inks constrained by poor accessibiity between station and town centre. Poor sign egibiity through the town. Defining outcomes Redhi seen as a viabe retai destination. New deveopment opportunities reaised. Fa in unempoyment in Redhi and the surrounding area. Demographic assessment 23,000 sqm of vacant office space, increasing from 20,000sqm in 2009 and retai vacancy rates increased by 21% since Educated suburban famiies and ess affuent urban young famiies ocated in new residentia deveopments near to the town centre. Options assessment Soutions deveopment Assessment of visitor data, anaysis of Reigate Banstead commercia monitor. Business engagement: probems with town centre egibiity eve of town centre footfa. Existing evidence base what works? Short trips (ess than 1 hour) to town centre car parks. New jobs accessibe to oca peope currenty unempoyed. Improving the pubic ream fundamenta to ocking in the benefits of new deveopment. Quaity upgrades and improvements to the oca cyce and waking infrastructure, incuding new cyce routes. Combining measures that support business growth and raise awareness about trave options. Buiding new infrastructure inking peope directy to jobs. 80 TRAVELSMART

77 Partnership working and community participation in Redhi/Reigate Active engagement and partnership working are centra to the design and deivery of the package. The deveopment of the bid has been carried out with a wide range of stakehoders. This incudes Transport for Surrey partnership, the Redhi Regeneration Forum, transport operators, Surrey Economic Partnership, the Surrey Panning Officers Association, Reigate & Banstead Borough Counci, the oca cyce forum and Surrey Poice. Loca businesses in Redhi/Reigate have been directy invoved, incuding stakehoder engagement events The business community was engaged at the beginning of this process to ensure that: Key transport-reated issues affecting oca businesses, were identified. Businesses had an opportunity to put forward their ideas to hep shape the content of the bid. Eements of the scheme coud be identified for businesses to take forward as part of the egacy concept There is a strong network of business forums and networks aready operating in Redhi/Reigate. These incude the Surrey Economic Partnership, the Chambers of Commerce, the Trave Pan Forum networks, and the Reigate and Redhi Business Forum. However to ensure the invovement of a wide variety of organisations, further engagement work was undertaken The Trave SMART brand and web-site was created to encourage the business community to get invoved in framing the bid. Loca organisations were then contacted, tod about Trave SMART and invited to compete an eectronic survey about transport issues. They were aso encouraged to attend a Trave SMART workshop The Trave SMART survey was competed by 20 organisations in Redhi and Reigate, empoying a approximatey 3,000 staff. This incuded the utiity companies, organisations in the construction, transport, retai and financia sectors, a further education coege, and the management of the Befry shopping centre in Redhi. The survey was aso competed by the Surrey and Borders Partnership NHS Foundation Trust, which has offices across Surrey The survey asked organisations to identify: How different modes of transport are used within their industry. How transport reated probems affect their business. The existing barriers to change in and around the organisation. Measures currenty empoyed to encourage sustainabe trave. How Surrey County Counci coud hep to effectivey bring about behavioura change. The impact of existing measures empoyed by Surrey County Counci on sustainabe trave. What organisations need in order to address transport issues The business consutation and engagement has payed a centra roe in identifying the probems and shaping the LSTF package. Loca businesses wi be cosey invoved in the deivery of the bid. This wi ensure that it meets business needs and heps drive economic growth and regeneration in the area. TRAVELSMART 81

78 Figure A: Redhi/Reigate anytown map 82 TRAVELSMART

79 Figure B: bus map 2 TRAVELSMART 83

80 Figure C: cyce map 84 TRAVELSMART

81 Figure D: information, trave panning and marketing map 2 TRAVELSMART 85

82 Annex 1 : Background economic, socia and environmenta data Annex 1 : Background economic, socia and environmenta data Guidford Woking Reigate and Banstead Surrey LEP Enterprise M3 Enterprise M3 Coast to capita Popuation Popuation (2010) 1 137,100 (Borough) 93,500 (Borough) 138,600 (Borough) 1,127,300 Working Age Popuation (16-64) (2010) 1 91,900 (67%) 60,500 (64.7%) 89,200 (64.4%) 718,900 (63.8%) GVA biion (2007) 2.05 biion (2007) 3.59 biion (2007) 3.34 biion (Experian, 2010) 26.9 biion (2007) biion (2008) GVA Per Capita (2007) 3 27,849 26,128 24,235 24,103 Workessness and economic activity trends 1 Economic Activity 72,400 (80.3%) 49,300 (78.2%) 73,300 (80.4%) 584,700 (79.3%) Economic Inactivity 17,300 (19.7%) 13,300 (21.8%) 17,100 (19.2%) 147,200 (20.7%) Wanting a job 4,400 (5%) 5,000 (8.3%) - 37,300 (5.3%) Not wanting a job 12,900 (14.6%) 8,200 (13.5%) 12,400 (14.2%) 109,900 (15.5%) Unempoyment JSA Caimants (Sept 2011) 1,615 (1.8%) 1,143 (1.9%) 1,646 (1.8%) 12,251 (1.7%) Tota benefit caimants (key out 6,500 (7.1%) 5,080 (8.4%) 7,280 (8.2%) 54,220 (7.5%) of work benefit caimants) JSA Caimants Aged (2.4%) 310 (4.9%) 450 (4.8%) 3,195 (3.6%) 15 (0.1%) 10 (0.2%) 30 (0.3%) 155 (0.2%) Aged and over 12 months Job density (2009) (The ratio of tota jobs to pop aged 16-64) Jobcentre Pus vacancies (Unfied jobcentre vacancies per 10,000 popuation aged 16-64) Nomis, accessed November Guidford Economic Deveopment Study, Evidence Based Fina Report Juy 2009, p.36/ ONS Statistica Buetin, Regiona, sub-regiona and oca gross vaue added, Surrey Loca Economic Assessment (LEA), TRAVELSMART

83 2 JSA caimants per unfied jobcentre vacancy Empoyment Soc 2000 major group ,500 (52.4) 26,800 (57.7) 35,300 (48.6) 319,100 (56.3) 1. Managers and senior officias 16,100 (22.5) 8,200 (17.6) 15,500 (21.3) 135,000 (23.8) 2. Professiona occupations 12,800 (17.9) 10,900 (23.4) 10,100 (13.9) 94,800 (16.7) 3. Associate professiona and technica 8,600 (12) 7,800 (16.7) 9,800 (13.4) 89,400 (15.7) Soc 2000 major group ,900 (16.7) 9,100 (19.5) 15,800 (21.8) 108,300 (19.1) 4. Administrative and secretaria 5,100 (7.1) 5,100 (11.1) 11,300 (15.6) 63,500 (11.2) 5. Skied trades occupations 6,900 (9.6) # # 44,800 (7.9) Soc 2000 major group ,800 (19.3) 5,400 (11.6) 11,000 (15.1) 75,000 (13.2) 6. Persona service occupations 5,900 (8.3) # 7,200 (9.9) 46,200 (8.1) 7. Saes and customer service 7,900 (11.0) # # 28,800 (5.1) Soc 2000 major group 8-9 8,400 (11.7) 5,200 (11.2) 10,500 (14.4) 64,900 (11.4) 8. Process pant and machine operatives # # # 22,100 (3.9) 9. Eementary occupations 5,700 (8.0) # 7,300 (10.1) 42,800 (7.5) Industria Sector 1 Manufacturing 4,600 (6.4) 2,500 (5.4) 2,900 (4.7) 26,900 (5.2) Construction 2,400 (3.3) 2,100 (4.6) 3,200 (5.2) 25,300 (4.9) Services 64,100 (89.4) 41,000 (89.7) 55,000 (89.1) 458,000 (83.5) Distribution, hotes and restaurants Transport and communications Finance, IT, other business activities Pubic admin, education and heath 18,000 (25.1) 9,300 (20.4) 14,300 (23.1) 122,300 (23.4) 2,200 (3.1) 3,500 (7.6) 2,100 (3.5) 22,400 (5.8) 18,300 (25.5) 17,200 (37.6) 19,600 (31.7) 156,300 (22.0) 21,600 (30.1) 7,700 (16.8) 16,700 (27.1) 125,400 (27.0) TRAVELSMART 87

84 Other services 4,000 (5.6) 3,300 (7.3) 2,300 (3.7) 31,600 (5.3) Tourism-reated 5,300 (7.5) 4,400 (9.7) 4,000 (6.4) 42,100 (8.2) Skis 1 Quaifications NVQ ,500 (33.4%) 26,200 (43.1%) 35,700 (40.9%) 284,000 (40.1%) NVQ 2 and above 63,000 (71.2%) 42,200 (69.4%) 66,800 (76.5%) 525,400 (74.2%) No quaifications 5,800 (6.5%) 5,500 (Jan 09-Dec 09) (8.9%) 5,700 (6.5%) 47,000 (6.7%) Competitiveness Productivity per person empoyed 4 Earnings by residence (2010) Gross weeky pay Earnings by workpace (2010) Gross weeky pay New business start ups (VAT registrations recorded per 10,000 popuation) (2007) Business stock (businesses per ,000 aduts (aged 16+) 5 UKCI (2010) 5 17 (Borough) ( ) 28 (Borough) ( ) 37 (Borough) ( ) - In 2009 and 2010, Guidford was ranked the most competitive city in the UK. 4 Guidford Economic Deveopment Study, p.36 5 Surrey LEA, TRAVELSMART

85 2 Survey evidence 46% of firms that were considering reocating out of the Borough cited traffic congestion as the most important factors in their considerations (arge bid doc). According to a 2007 business survey, good communications and transport inks were identified as the main advantage of Woking as a business ocation (arge bid doc) Knowedge based businesses % 33.9% 29.3% Business profie Major sectors/custers (see aso empoyment above) Knowedge, heath, biotechnoogy and ICT. Business and commercia services, Heath, Finance, Leisure and Tourism 7. Financia and professiona service, ICT, software and digita media, advanced manufacturing, and oi, gas and petrochemicas. Financia and business services contribute neary haf of the borough s GVA (48.8%) (Borough profie). Surrey Research Park. Computer games custer. - Major empoyers incuding mutinationas Aianz Cornhi Insurance Pc, Detica Limited, Ericsson and University of Surrey. Surrey Research Park. Digita hub - Eectronic Arts in the town centre. McLaren Group, Cap Gemini, Cookson Eectronics, Petrofac and SAB Mier. HQs incude KFC and Pizza Hut Internationa. Axa, Canon, Towers Watson, Esure, Back and Veatch and Santander. - Retai Guidford is one of top 20 shopping destinations in country. 6 Surrey LEA, 2010, Technica Annex (ABI, 2008) 7 Guidford Economic Deveopment Study, Evidence Based Fina Report Juy 2009, p.i TRAVELSMART 89

86 Link between job seekers and job avaiabiity (JCP dashboard data (11/11/11) Vacancies avaiabe (top 3): painters and decorators (52), van drivers (27), abourers in buiding and woodworking trades (27). Occupations sought (top3): Saes and retai assistants (207), genera office assistants (143), other goods handing (87). Vacancies avaiabe (top 3): ca centre agents/ operators (30), saes representatives (23), ceaners and domestics (23). Occupations sought (top 3): saes and retai assistants (160), genera office assistants (95), other goods handing (95). Vacancies avaiabe (top 3): care assistants and home carers (125), saes and retai assistants (29), waiters, waitresses (12). Occupations sought (top 3): Saes and retai assistants (255), genera office assistants (142), other goods handing (103) TRAVELSMART

87 2 SOCIAL Deprivation Westborough (detaied stats in the Nomis profie) Westborough, 26% of househods with no car compared to the Surrey average of 14%. Maybury and Sheerwater (detaied stats in the Nomis profie) Maybury and Sheerwater: 28% of househods with no car compared to the Surrey average of 14%. The Dartmouth Avenue and Devonshire Avenue area of Sheerwater is within the 14% most deprived areas nationay. The ward of Maybury and Sheerwater and Lakeview Estate of Godsworth Park are identified as priority paces for specific actions to address pockets of deprivation, incuding 250 additiona new homes. Merstham (detaied stats in the Nomis profie) Amost 10% of the boroughs LSOAs are in the most deprived decie in Surrey incuding parts of Redhi, Merstham and Woodhatch. 23% of househods with no car compared to the Surrey average of 14%, and aso have the highest percentages of JSA caimants within the borough (arge bid doc). - TRAVELSMART 91

88 Empoyment growth Additiona 12,500 jobs forecast by ,000 new jobs created since Steady growth in tota empoyment in the period The economicay active popuation is forecast to grow at a much sower rate (2.7%) than abour demand (16.3%) 9. Additiona 6,800 (B-use) jobs forecast by 2026 requiring 37,274m 2 of additiona foorspace. Projected to experience significant economic growth, with tota GVA growing by 55% in the years to 2026 (R&B overview). Mean average house prices 349, , , ,002 (2009) 10 - Ratio of house price to earnings (2009) Migration, % tota popuation, 0.5% 0.2% 1.5% MOSAIC 30% Young, weeducated city dweers, 21% weathy peope iving in the most sought after neighbourhoods. Westborough contains Guidford s highest proportion of famiies in ow-rise socia housing with high eves of benefit need. 23% weathy peope iving in the most sought after neighbourhoods, 14% coupes with young chidren in comfortabe modern housing. Maybury and Sheerwater contains Woking s highest proportion of young peope renting fats in high-density socia housing. 8 Experian Loca Market Database data contained within the emerging Guidford Borough Economic Land Assessment 9 Woking Borough Counci (2010) Draft Core Strategy 10 Communities and Loca Government, based on Land Registry data 11 Surrey LEA, 2010, Technica Annex 92 TRAVELSMART

89 2 ENVIRONMENT Spatia growth/deveopment. Strategic objective for Guidford town centre: to reinforce its roe as the county s prime shopping centre and ocation for cutura eisure, offices and civic faciities. The Guidford Economic Deveopment Study notes decining eves of empoyment within the retai sector in recent years. Housing. The Loca Pan seeks to retain residentia uses in the town centre Awaiting SHLAA pubication. The Woking Core Strategy incudes: Woking Town Centre wi be the primary focus of sustainabe growth to maintain its status as an economic hub and a transport hub, which provides transport services and communication inking peope to jobs, services and faciities. Additiona 27,000m 2 of additiona office foorspace in Woking town centre (17,500m ). The Woking Core Strategy wi make provision for 4,964 net additiona dweings in the borough incuding 2,300 dweings on sites in Woking town centre. Redhi town centre has been identified as a strategic ocation for growth. The Counci s Corporate Pan seeks to: Maximise deveopment opportunities in the Borough s most accessibe areas such as Redhi and Reigate. Recent significant growth in housing of amost 2,700 new dweings between 2006 and 2010 with 1,200 dweings in the Redhi area (arge bid doc). In the Submission Draft of the Core Strategy an additiona 2,750 units are anticipated for construction in the buit-up areas of Redhi over the Pan period to TRAVELSMART 93

90 Air quaity - AQMAs No AQMA No AQMA (owest per capita emissions of a districts) Car ownership 45% househods own 2 or more cars. 43% of househods owning two or more cars. CO 2 emissions The highest eve of emissions per capita (i.e. borough resident) of a Surrey districts (arge bid doc). Road transport energy consumption Road transport energy consumption, which totaed 124,000 tonnes in Highest in Surrey (arge bid doc). Awards Cyce Demonstration Town. Five out the six town centre car parks hod the British Parking Association Safer Parking Award status. Woking has gained both a reputation and awards for its sustainabiity credentias (Woking Borough Counci Economic deveopment Strategy ) AQMA Redhi In 2009, Redhi reached up to 44 micrograms NO 2 per cubic metres of air. In Redhi 20% of househods do not own a car cars per person. CO 2 emissions from transport in Surrey totaed 2,029 ktonnes per capita in 2008 (arge bid doc) - 94 TRAVELSMART

91 2 Commuting patterns Annua average daiy traffic on main routes in Guidford is 15,630, with 18% of traffic within the peak hours of 08:00 09:00 and 17:00 18:00. These arge voumes of traffic resut in congestion and deays at the start and end of the working day. For exampe, on main routes into Guidford during the morning peak period, average speed is just 14mph, corresponding to 4 minutes 23 seconds per mie. The main approaches to Woking a suffer from congestion during the peak periods, as does the A320, the main route through the town. For exampe, on the main routes into Woking during the morning peak (morning) period, the average speed is 23mph, corresponding to a trave time of 2 minutes 39 seconds. Annua Average Daiy Traffic (AADT) on main routes in Woking is 14,993, 17% of which occurs during the morning (AM) and evening (PM) peak hours. This is couped with poor accessibiity from and to the Maybury and Sheerwater areas. A high proportion of trips, especiay on the east-west routes, are cross-town trips (arge bid doc). A significant amount of in and out commuting is centered on the Redhi area. This area aone generates 7,150 work reated trips and is the destination for a further 12,320, indicating great opportunity to bring about a shift to more sustainabe trave modes in this area. This need is further highighted by the fact that, of the 1,960 trips per day, which both start and end in Redhi, 43% are made by car (arge bid doc). In the towns of Guidford, Woking and Redhi, more than 40% of the resident workforce trave ess than 5kms to work (arge bid doc). # - No data The number of peope working in Surrey exceeds the county s resident workforce by 6%, pacing further demand on the network to cater for these incommuters (arge bid doc) TRAVELSMART 95

92 Annex 2: ogic maps Better stop & station infrastructure Bus Priority Measures Muti-Moda Access Point Better access for Edery & Disabed Peope Better Information Bus Priority and Corridors Improved Service Reiabiity Reduced Deays to Buses Reduced Bus Congestion Improved Attractiveness of Pubic Transport compared to cars Car to pubic transport transfer Reduced Car Emissions Fewer Car Users Reduced Congestion Fewer Car Journeys Encourage more waking/cycing (shorter part of journey) overa More Passengers More Revenue Reduced Operating Costs Extra Trave Opportunities Better vehices Improved Frequencies New Service Specia Benefits Better Services for non-car users More Journeys Safe Transport Sustainabe Transport Safe Transport Reiabe Transport Effective Transport Loca Economy 96 TRAVELSMART

93 2 Safe Routes to schoo Cyce parking at rai stations Network Cyce anes Cyce Priorities Crossing Points & Interchange Cyce faciities ie. park & cyce, showers, changing rooms Reduce Confict On/Off road Routes Heath Benefits Cycing Fewer Accidents Encourage More Cycing Less Congestion Link to rai for onger onward journeys Better Access to faciities Fewer Cars Fewer Car Parks Less Noise Less Poution Increased Trade Reease Land for deveopment Safe Transport Reiabe Transport Sustainabe Transport Effective Transport Loca Economy TRAVELSMART 97

94 Waking Improvements More Direct Improved Network Pedestrian Sense of Wakways routes Community Sustainabe Transport Reduced Confict With Vehices Better Waking Routes to Pubic Transport Safe Transport Traffic Caming Reduced fows of Through Traffic Reduced Traffic Speeds Safer Pedestrian Crossing Faciities More Attractive Street Environment More Waking for Short Trips Switch for Cars to Waking Effective Transport Sustainabe Transport Better Street Lighting Improved sense of Persona Safety Positive Heath Benefits Reiabe Transport 98 TRAVELSMART

95 Annex 3 : Behaviour Change The Approach to segmentation, and Surrey 4 I s mode 2 Surrey County Counci uses the Mosaic pubic sector too as part of a suite of toos to support us in taioring and targeting our services and communications more effectivey. It is used, for exampe, to support Surrey County Counci s award winning communication campaign activities to increase recycing rates amongst residents. Target Group Surrey fit Outcomes Groups who currenty use cars to commute for a or part of their journey. Groups who use cars to access town centre services. Educated suburban famiies make up 45% of Surrey s popuation. Measures wi focus on encouraging increased uptake of cycing and waking infrastructure for an eement of the commute (i.e. to/from rai station) and working with businesses to provide behaviour change for moda shift and/or home working. Educated suburban famiies make up 45% of Surrey s popuation and wi be an important target for cycing and waking options for accessing eisure and retai services. Carbon reduction. Reduced peak hour congestion. Improved journey time reiabiity. Business retention. Carbon reduction. Improved journey time reiabiity. Town centre economic growth. Groups whose empoyment opportunities are negativey affected by transport barriers. Affuent empty nesters make up 15% of Surrey s popuation and wi be a focus for bus corridor improvements and improved town centre egibiity to encourage waking. This group makes up ony 5% of Surrey s popuation but tends to be concentrated in a sma number of areas, characterised by severance and evidenced in the three Trave SMART towns. The focus wi be on working with businesses and residentia communities to deveop measures to improve waking and cycing connectivity with empoyment opportunities. Reduced unempoyment. TRAVELSMART 99

96 The Surrey 4 Is Mode Invovement > Infrastructure > Information > Intervention Points The Surrey 4 I s mode has been deveoped as a toobox of measures. It can be appied according to oca circumstances and to maximise the impact of capita improvements. The appication of the 4 I s to the LSTF is outined beow. Invovement working with target groups to ensure ownership of soutions: Working with businesses and residents to define trave probems and identify soutions. Working with communities to upgrade the environment of cyce and waking routes. Integration of transport nodes through working with passenger transport operators. Infrastructure buid highy visibe and effective infrastructure with targeted awareness campaigns to maximise take up: Quaity cyce and waking routes. Improved ighting and security. Provision of quaity bus sheters and bus corridor upgrades. Secure cyce parking in retai and empoyment centres. Information - ensuring that businesses, commuters, peope accessing empoyment and peope accessing services have access to information to promote choice: Quaity signage, inking pubic transport nodes to empoyment and retai (waking, cycing, buses). Hard and eectronic mutimode and interactive mapping. Rea-time journey information and journey panners. Intervention points puing together invovement, infrastructure and information to maximise behavioura change at key points and times, such as: Business reocation. New starter empoyees. Peope seeking empoyment The Surrey Trave SMART proposas focus on three target audiences: Businesses Loca residents Visitors For businesses, the behaviour change approach is argey a cascading one. Businesses are the organisations that have the greatest infuence on their staff at work. Therefore interventions wi be aimed at the business as a whoe. These can then be passed on by the organisation to their staff. Businesses over time wi be more confident in the trave offer around them. Businesses wi then be more comfortabe in attempting to change the behaviour of their staff. The project wi support them in doing this by providing advice, training and materias to enabe it to happen. The approach to oca residents focuses on two areas. The first is to buid infrastructure and support its use in areas where a) accessibiity is cited as an issue and b) socio-economic data indicates a good potentia for a change in behaviour. Messages for approaching these audiences wi argey focus upon buiding confidence around the new infrastructure, and normaising the change in behaviour that is on offer. The second area of focus with oca residents is to work within areas of deprivation and high unempoyment. Attitudina perceptions of empoyabiity in these areas can represent a barrier to change and getting to work can be an important barrier. Using invovement to define the deivery of new infrastructure and information wi hep to remove structura barriers. It wi aso equip peope in 100 TRAVELSMART

97 communities with the necessary skis to trave to work. This wi support the work of other partners, such as the Job Centre Pus and oca empoyers in deivering the wider change of getting peope into work. 2 To maximise the behaviour change potentia of the project, information and intervention points wi aso focus upon peope using the town centres of Guidford, Woking and Redhi/Reigate more widey. The approach here wi in the main focus upon buiding knowedge and awareness and infuencing prevaiing socia and cutura norms. Annex 4 Letters of support (Footnotes) 1 Nomis, accessed November Guidford Economic Deveopment Study, Evidence Based Fina Report Juy 2009, p.36/ ONS Statistica Buetin, Regiona, sub-regiona and oca gross vaue added, Surrey Loca Economic Assessment (LEA), Guidford Economic Deveopment Study, p.36 5 Surrey LEA, Surrey LEA, 2010, Technica Annex (ABI, 2008) 7 Guidford Economic Deveopment Study, Evidence Based Fina Report Juy 2009, p.i 8 Experian Loca Market Database data contained within the emerging Guidford Borough Economic Land Assessment 9 Woking Borough Counci (2010) Draft Core Strategy 10 Communities and Loca Government, based on Land Registry data 11 Surrey LEA, 2010, Technica Annex TRAVELSMART 101

98 102 TRAVELSMART

99 TRAVELSMART 103 2

100 104 TRAVELSMART

101 economic economic case economic case case economic case

102 Introduction 3.1 The economic case considers two aspects: Whether the schemes provide good vaue for money. Whether the package wi faciitate economic growth and wi reduce carbon. 3.2 The economic case checkist showing what has been undertaken in modeing and appraising the package is contained in annex 1. Additiona supporting materia is as foows: Annex 2: WebTAG checkist of appraisa and modeing materia Annex 3: Mode Deveopment and Vaidation Report Annex 4: Mode Forecasting Report Annex 5: Stated Preference Survey Report Annex 6: TUBA Economic Evauation Report Annex 7: Bus priority and corridor improvement appraisa methodoogy Annex 8: Cycing appraisa methodoogy Annex 9: Smarter Choices appraisa methodoogy Annex 10: Methodoogy to estimate the effect of highway accessibiity changes in job take-up Annex 11: COBA ink diagrams Annex 12: AST worksheets Annex 13: Accessibiity pans and audit Options appraised 3.3 The Trave SMART programme consists of a number of eements proposed to be impemented in the three towns of Guidford, Woking and Redhi/Reigate. These eements range from specific schemes to broader projects encompassing a number of interventions. For the purposes of appraising the package, it has been broken down into the foowing: Manor Park, Guidford, park and ride Sheerwater corridor improvements, Woking. Bus priority and corridor improvements in a three towns. Waking and cycing improvements in a three towns. Smarter choices in a three towns, encompassing traffic management improvements across the area and a car park guidance system in Redhi. 3.4 In addition, the programme has been appraised in its entirety, and it is the resut of this appraisa that is reported in the appraisa summary tabe. Vaue for Money 3.5 The economic case for the Trave SMART programme bid has been deveoped through an appraisa using the Department for Transport s LSTF Suppementary Guidance and using the atest reease of WebTAG guidance. The case for the programme is demonstrated by the benefits it generates in its economic and socia context. 3.6 The BCR of the preferred scheme is This represents good vaue against the recognised vaue for money criteria. The scheme resuts are: Tabe 3.1: Economic appraisa resuts for the Surrey LSTF arge bid package 000s Present Vaue of Benefits 80,386 Broad Transport Budget 23,296 Present Vaue of Costs 23,296 Wider Pubic Finances -10,578 Net Present Vaue 57, s, discounted to 2002, in 2002 prices 106 TRAVELSMART

103 3.7 Carifying and improving the scheme s vaue has been an objective of the deveopment process. An outcome of this cost vaidation work is that the county counci considers it is possibe to move away from using defaut vaues of optimism bias and is prepared to accept the risks arising from this decision The assumptions used in assessing the effects of the scheme have been carefuy seected in order to ensure that the benefits are not infated. The resut is that the benefits cacuated are considered to be conservative. Modeing and forecasting 3.9 Surrey s strategic county mode, SINTRAM v 6.0, has been used in the modeing and appraisa of the schemes and overa package, together with the OmniTRANS modeing program. The mode meets DMRB criteria for vaidation, and the Mode Deveopment and Vaidation Report is contained in Annex 3. Modes for the average AM and PM peak hours and average IP hour were used, with a reference base of 2009, and forecast years of 2016 and Detais on the deveopment of the mode, forecasting and the annuaisation factors used are contained in the foowing annexes: Annex 3: Mode Deveopment and Vaidation Report Annex 4: Mode Forecasting Report Annex 6: TUBA Economic Evauation Report Uncertainties and sensitivity testing 3.11 As stated above, a conservative approach has been taken towards forecasting the benefits of the package. Nevertheess, it is recognised that assumptions have been used in the appraisa process and that providing resuts from a range of forecast tests can assist in understanding the impacts of the package A sensitivity test has aready been undertaken on the effects of the smarter choices and traffic management measures, and the resut of this test is reported in the foowing section. Other tests that have been identified and wi be undertaken in eary 2012 are as foows: A series of tests on the parameters used in the ogit mode for the park and ride scheme within the Guidford sub-package. A series of tests on the mode shift assumptions used in the bus priority and corridor scheme and the waking and cycing scheme appraisas The Department is invited to request additiona tests to assist in the anaysis of the package. Vaue for money appraisa Introduction 3.14 The underying principe of this evauation is that the Trave SMART measures wi encourage mode shift to take pace, away from car trips (for a journey purposes), and increase the use of pubic transport, park and ride, cycing and waking. This requires a three-stage approach to the methodoogy. Firsty, estimating the amount of moda shift that wi take pace, secondy to quantify the impact of this on the existing patterns of car trips and thirdy, to undertake the economic evauation of the changes, using TUBA and parae methods to capture aspects not reated directy to network effects, such as heath or ambience benefits. Appraisa methodoogy 3.15 As summarised above, the programme consists of a number of schemes. This section reports on the resuts of the appraisa for the individua scheme eements as we as the programme as a whoe The economic (vaue for money) appraisa is based on journey time savings as a resut of highway infrastructure investment, and investment and on-going interventions to improve traffic management and encourage mode choice. TRAVELSMART 107

104 3.17 The appraisa conforms to WebTAG guidance (Unit 3.5), and mode outputs have been fed into the TUBA software (v 1.8) and COBA 11 R12. The atter has been used ony to appraise accident benefits reated to the Sheerwater corridor improvements In addition, the impact on economic growth and carbon reduction has been assessed and the resuts reported beow. The impact on the economy is iustrated by the potentia change in: The number of jobs. The access of empoyers to workers and skis The Reference Year is 2009, with the Opening Year being A 60-year appraisa period has been used for the highway infrastructure schemes (the Manor Park park and ride and Sheerwater corridor improvements) and a 30-year period for the bus corridor, waking & cycing schemes and the smarter choices interventions The appraisa has been undertaken for 12-hour average weekdays, and excudes the weekday off-peak period and weekends Detais of the TUBA fies, the warnings and checking of the TUBA output are contained in annex 6. Scheme costs and optimism bias 3.22 A summary of the package costs and spend profie is shown in Tabe 3.2. Further information is given in the finance case Detais on how the costs have been used for the economic appraisa, aong with assumptions used, and information on maintenance and operation costs and spend profies over the appraisa period are incuded in annex TRAVELSMART

105 Tabe 3.2: Summary of package costs and spend profie 3 TRAVELSMART 109

106 Optimism bias 3.24 The package comprises a number of different eements, which renders the appication of a standard defaut vaue to the whoe programme inappropriate In order to identify the most apposite vaues to appy to each aspect of the scheme, we have been mindfu of the LSTF guidance, which suggests treating the scheme as one at Programme Entry eve. This impies that statutory permissions have yet to be secured, but we note that much of the programme does not require a Permission, being either unreated to the panning system, or aowabe under Permitted Deveopment reguations Other interventions do not require conventiona engineering design to be undertaken, thus the risks associated with design deveopment do not appy. In addition, the county counci has had recent experience of impementing some of the measures proposed, for exampe cyce routes and other cyce reated faciities, and the figure used takes this into account Furthermore, we note that optimism bias is intended to appy to capita spending ony, rather than revenue. The Trave SMART programme incudes a significant proportion of the atter, to be targeted towards either cassic revenue-supported tasks (e.g. printing, training, grants etc) or sma scae interventions that do not fit within the norma WebTAG criteria The position is summarised in the tabe beow. Tabe 3.3: Justification of optimism bias rates used Scheme eement Proposed OB Reasoning Manor Park, park & ride 44% WebTAG advisory eve for programme entry stage design. Accords with LSTF guidance. Sheerwater corridor 44% WebTAG advisory eve for improvements programme entry stage design. Accords with LSTF guidance. Redhi car park 15% No WebTAG/LSTF guidance, so conditiona approva guidance system stage OB vaue used: scheme does not require statutory permissions. Bus priority measures 44% WebTAG advisory eve for (capita) programme entry stage design. Accords with LSTF guidance. Waking and cycing 34% WebTAG advisory eve for programme entry measures (capita) stage reduced to refect proportion of measures not requiring statutory approvas. Smarter Choices Measures Capita eements 15% No WebTAG guidance, so conditiona approva stage used: measures do not require statutory permissions. Revenue eements 3% No WebTAG/LSTF guidance and OB does not formay appy to revenue expenditure - fu approva stage therefore used: measures do not require statutory permissions. 110 TRAVELSMART

107 Infation 3.29 Existing highways and transport contracts are argey inked to RPIX, which is currenty in excess of 5%. However the Bank of Engand s November 2011 Infation Report acknowedges that current infation eves refect increases in VAT, energy and import prices over the past 12 months, the impact of which is expected to dissipate during The Bank of Engand s forecast infation at the end of 2014 remains 2%. In addition, Surrey County Counci s procurement team has successfuy sought to restrict infationary increases in existing contracts to beow RPIX. Taking these factors into account an infation assumption of 3% per annum has been incuded in cost estimates. 3 Risk aowance 3.30 A number of steps have been taken to reduce financia risks, e.g. use of existing contracts where possibe wi give a degree of price certainty, many of the measures proposed have been successfuy deivered esewhere in Surrey, and many measures have aready progressed through initia feasibiity and design stages. However there is sti risk of cost escaation, e.g. through further infationary pressures, variations where costs remain subject to a competitive process, and unforeseen costs when construction commences. In recognition of this a standard risk aowance of 10% has been appied to most costs, which is based on experience across a range of other successfuy impemented schemes. Exceptions incude the Sheerwater corridor improvements and Manor Park park and ride scheme. Trave SMART expenditure on the Sheerwater corridor improvements is expected to be capped at 1 miion, with Woking Borough Counci meeting the remainder of the cost and risks. A risk factor of 20% has been appied to the Manor Park park and ride scheme. Athough initia design work has been carried out, this scheme utiises non-highway and, which is considered to be an additiona risk Surrey County Counci s approach to risk management is expained in more detai in section 6.35 of the management case. Scheme benefits Manor Park, park and ride 3.32 An appraisa of the park and ride scheme has been undertaken as part of the overa package for Guidford Highway users remaining on the network woud experience trave time benefits as a resut of decongestion benefits arising from the scheme The service woud be profitabe as the forecast fare revenue woud exceed the operating and maintenance costs In addition, benefits woud be derived from the improvements to the existing hospita roundabout junction at the entrance to the park and ride site. Construction work is due to commence in 2012, and is a requirement to faciitate the new park and ride site at Manor Park. However, the benefit arising from this junction has not been incuded as part of the appraisa as the new junction woud be operating in the modeed Do-Minimum scenario. Sheerwater corridor improvements, Woking 3.36 A standard WebTAG compiant process has been used to appraise this scheme. The new ink together with the associated turning movements has been inserted into the Future Year Do-Something mode and compared with the Future Year Do-Minimum. For this scheme a variabe demand approach has been undertaken An appraisa of accident benefits was aso undertaken, and this is described in more detai in the foowing section The economic appraisa resuts for the waking and cycing schemes are given in the tabe beow. TRAVELSMART 111

108 Tabe 3.4: Economic appraisa of the Sheerwater corridor improvements 000s Present Vaue of Benefits 5,509 Broad Transport Budget 653 Present Vaue of Costs 653 Wider Pubic Finances -1,448 Net Present Vaue 4, s, discounted to 2002, in 2002 prices Tabe 3.4: Economic appraisa of the Sheerwater corridor improvements Bus priority and corridor improvements 3.39 Evidence has been sought from other schemes, both within the county and esewhere in the UK, to understand the change in patronage that wi occur as a resut of these improvements. In particuar, evidence has been sought to understand mode shift from car to pubic transport Changes in patronage demand have aso been forecast in order to assess changes in fare capture. Using current patronage figures for the services using the proposed priority and improvement corridors together with evidence in patronage increases as a resut of simiar investment in other UK towns, the forecast change in demand is shown in the tabe beow: Tabe 3.5: Forecast increase in bus patronage Increase in number of passengers Guidford Daiy Annua ,631 Woking Daiy Annua ,988 Redhi/Reigate Daiy Annua , This represents on average an increase of 2.4%. The methodoogy used is expained in more detai in annex The economic appraisa resuts for the bus priority and improvement corridor schemes are given in the tabe beow: Tabe 3.6: Economic appraisa summary of the bus corridor improvements Guidford Woking Redhi/Reigate Present vaue of benefits 1, ,373 Board transport budget Present vaue of costs Wider pubic finances Net present vaue 1, , s, discounted to 2002, in 2002 prices 112 TRAVELSMART

109 Waking and cycing measures 3.43 Foowing the approach to the appraisa of the bus priority and corridor improvement eement of the package, evidence from esewhere in the UK has been sought to derive the increase in use occurring as a resut of the package improvements. This detais both the overa increase in use and the extent of mode shift from the car that might arise The county counci has a good set of data on which to base critica assumptions of usage and mode shift. This comes from a spread of cyce and pedestrian monitoring sites (automatic counters) in Guidford, Woking and Redhi and from the more genera experience of behaviour change in Woking generated by the Cycing Demonstration Town initiative. The methodoogy used for estimating the change is contained in annex The benefits are derived from cycing rather than pedestrian movements, as the atter are ess easy to reiaby quantify. In the rea word, some benefits woud be generated by mode shift to wak journeys, thereby making the fina appraisa more positive The economic appraisa resuts for the waking and cycing schemes are given in the tabe beow: Tabe 3.7: Economic appraisa summary of the waking and cycing improvements 000s, discounted to 2002, in 2002 prices Guidford Woking Redhi/Reigate Present vaue of benefits 15,016 4,865 1,188 Board transport budget Present vaue of costs Wider pubic finances -1, Net present vaue 14,284 4, Smarter choices and traffic management measures 3.47 As noted above, a review of evidence has been undertaken to define the expected benefits of the scheme. There has been a need to seek out pubished information from a wide range of sources owing to the very diverse nature of these smarter choices interventions and the reative ack of reported effects from previous initiatives In addition, it has been necessary to eiminate doube-counting in undertaking this appraisa. This is because the effects of smarter choice activities wi not be fet as a discrete set of changes, but manifest themseves as additiona waking, cycing and bus use and other effects such as car sharing or conducting business meetings eectronicay. These a combine to reduce overa trip rates The proposas incude two eements of traffic management: new and improved traffic management procedures and systems buiding on the interventions being impemented as part of Surrey s LSTF key component bid, and a new car park variabe message system for Redhi The methodoogy used to forecast the changes in trips, especiay the transfer from car, is shown in annex 9. TRAVELSMART 113

110 Tabe 3.8: Economic appraisa summary of the smarter choices and traffic management interventions 000s, discounted to 2002, in 2002 prices Guidford Woking Redhi/Reigate Present vaue of benefits 2,475 4,355 1,499 Board transport budget 1, ,068 Present vaue of costs 1, ,068 Wider pubic finances 1,758-1, Net present vaue 1,368 3, The resuts show that the interventions in Redhi/Reigate woud have a negative present vaue of 569,000, equating to a BCR of This is on the basis that the smarter choices interventions achieve ony a 6.1% shift in the number of car users switching to aternative modes and making use of other faciities such as car share and working from home. However, shoud a 9% switch be achieved for reasons expained in annex 9 then the net present vaue woud rise to 7,384,000, equating to a BCR of Economic resuts 3.52 The Trave SMART programme is designed to promote economic growth. This wi be assessed in two different ways The first is by considering the number of jobs potentiay that woud be created in the key empoyment areas of each town. This has been done using the mode and focusing on the homebased (to) work journey purpose, which is modeed as a round trip from home to work and return again. The distribution mode used for this is cost sensitive, so that any change in trave cost wi infuence the distribution of these trips between the competing trip attractions. This approach is expained further in annex The tabe beow shows the potentia increase in jobs in each reevant borough for the three towns. Tabe 3.9: Potentia increase in jobs in each borough due to the LSTF measures Number of Jobs Guidford 283 Reigate & Banstead 85 Woking The second way the package is designed to promote economic growth is by widening empoyers access to workers and skis. This is shown by the increase in popuation within a set journey time of each town. The change is a resut of improving sustainabe modes of trave for oca trips, thereby creating capacity for those who have to trave by car from further afied to access jobs and for business trave purposes. 114 TRAVELSMART

111 3.56 In the south east, average commuting journey times by car have been stabe since 2003 at minutes. A GIS anaysis was undertaken using the journey time skims from the mode to identify the change of popuation within a 30 minute drive time of the centre of each town, and the resuts are presented in the tabe beow. 3 Tabe 3.10: The popuation iving within a 30 minute drive time of each town centre, AM peak 2016 Do-Minimum 2016 Do-Something Change Guidford 602, ,740 40,308 Woking 576, ,446 25,963 Redhi 396, ,854 2, As we as the potentia to faciitate the creation of jobs and to increase access to the empoyee and skis market, the package has been designed to encourage and make it easier for those iving either in or cose to the three urban areas to take an active roe in the economy. The objective of some of the smarter choice interventions is to assist those seeking jobs by reducing severance and both increasing trave horizons and addressing perceived barriers. In addition these measures focus upon highighting the sustainabe trave options to ensure the growth in jobs is not accompanied by an increase in car trips. These activities woud be targeted at the more reativey deprived areas in each of the three towns, especiay Redhi/Reigate. Carbon savings 3.58 Carbon reduction is one of the two key objectives of the package. The individua schemes have been appraised to assess the eve of carbon reduction associated with the investment. This has been undertaken using TUBA, which quantifies the change in greenhouse gas emissions over the appraisa period The tabe beow shows the carbon savings achieved the package as a whoe: Tabe 3.11: Carbon reduction arising from the whoe package 000s Greenhouse gases 2, s, discounted to 2002, in 2002 prices 3.60 The package of measures incudes eco-driver training for 3,000 drivers in the key empoyment areas within the three towns. Experience suggests that such training eads to a 10% reduction in fue usage. This has not been monetised and is excuded from the figure in the above tabe in ine with our poicy of producing a conservative estimate. Accidents 3.61 The main accident benefits arise from the Sheerwater corridor improvement and the waking and cycing measures. Sheerwater corridor improvement 3.62 Currenty, right turn movements are banned for vehices accessing the Sheerwater business park from the south/south-west. Traffic approaching from this direction has to make either a engthy detour or a u-turn in the mouth of Monument Way East. In the past five years, there have been accidents associated with both u-turners and vehices making iega right-turns. The proposed Sheerwater corridor improvement woud remove the potentia for both types of accident Accident benefits for the Sheerwater corridor improvement scheme were undertaken using COBA 11 R12. TRAVELSMART 115

112 3.64 The COBA network covers the immediate vicinity of the scheme, incuding Monument Road from the A245 / A320 roundabout to Maybury Hi at the junction with Princess Road; Eve Road and Arnod Road; and the proxima sections of Boundary Road, Waton Road, Maybury Road and Monument Way; and Abert Drive from Monument Road to Bateson Way. The existing network was assumed for the Do-Minimum network. The Do-Something network incudes Sheerwater corridor improvement and the deetion of Eve Road and Arnod Road for the purposes of cacuating benefits. The Do-Minimum and Do-Something COBA networks are presented in Annex 7. Traffic data 3.65 The traffic fow year was defined as 2003, the year of the traffic counts used for the assessment Traffic data were taken from the OmniTRANS SINTRAM mode used for the appraisa of the scheme. The Do-Minimum fows for 2016 were input to COBA. Traffic growth was determined from an anaysis of the traffic fows from the 2016 and 2031 Do-Minimum mode runs. Traffic fows and turning movements for the Do-Something COBA were derived by undertaking a manua re-assignment of traffic from Eve Road and Arnod Road to Sheerwater ink road The vehice category proportions were derived from the output from the OmniTRANS mode, for cars, Light Goods Vehices (LGVs) and Heavy Goods Vehices (HGVs). Cars and LGVs were combined into Vehice Mix Group 1 for inputting fow data into COBA, whie HGVs were aocated to Vehice Mix Group Fows were input as 12 hour weekday fows from the OmniTRANS mode. These were cacuated as: AM peak period average hour X 3 + inter peak average hour X 6 + PM peak period average hour X The average time periods from the OmniTRANS mode are: AM peak: 07:00 10:00 Inter peak: 10:00 16:00 PM peak: 16:00 19:00 Seasonaity 3.70 The 12 hour fows were expanded to 16 hours using an E-factor. An anaysis of Automatic Traffic Count data for Monument Road indicated that 16 hour fows were 14.9% higher than 12 hour fows. Therefore, a oca E-factor of was used in the COBA assessment An M factor was appied to the 16 hour fows to estimate annua traffic fow. Data for a fu year was not avaiabe to enabe a derivation of a oca M factor, therefore the defaut parameters in COBA were used to cacuate the M factor, based on Apri as the month of the traffic fow. Junctions 3.72 Six junctions were modeed in the Do-Minimum and five in the Do-Something, incuding three which were repeated from the Do-Minimum and two new junctions. The junction of Monument Road and Monument Way, a give-way junction, was repaced by the proposed signa-controed Monument Road/Sheerwater corridor improvement junction in the Do-Something. The Abert Drive/Eve Road/ Arnod Road junction was de-cassified in the Do-Something. 116 TRAVELSMART

113 Accident anaysis 3.73 Observed accidents for the years 2006 to 2010 were used in COBA to derive a oca accident rate. The observed accidents for inks and junctions by severity, in the area covered by the COBA network, are presented in Tabes 1 and 2 respectivey. 3 Tabe 3.12 Observed ink accidents by severity Tota Sight Serious Fata Tota Tabe 3.13 Observed junction accidents by severity Tota Sight Serious Fata Tota Warning messages 3.74 COBA gave 18 warning messages. Tweve of these messages refer to the eve of deveopment being out of range for a Sma Town. The defaut range in COBA is 35 90%; however, examination of sateite photographs in Googe Earth and Surrey County Counci s mapping indicates that the eve of deveopment in this area for a number of roads is 100%. A further four messages inform the user that nodes and/or inks have been deeted or added to the network. One warning indicates that an additiona header or imiter (9999) has been inserted by the program. Another warning indicates that the network has been re-structured. Accident benefits 3.75 The accident benefits cacuated by COBA are miion, discounted to 2002 prices and vaues. Waking and cycing improvements 3.76 Cycing reated accidents woud be reduced by the impementation of the cycing measures through the creation of off-carriageway routes and improved crossing faciities. Cycing reated accidents in the reevant corridors over the past five years have been anaysed to assess those accidents that woud have been saved by the measures. Of these, it has been assumed that a ony a proportion woud be saved, as it is ikey that some cycists woud continue to cyce on the carriageway even when suitabe off-carriageway routes are avaiabe and continue to cross roads avoiding the proposed new crossing faciities At the same time, cycing-kiometres woud increase, and therefore the number of cyce reated accidents coud be expected to increase However in practice, the number of cyce accidents is expected to remain argey unchanged, athough the rate of accidents woud be expected to reduce. This is supported by the findings of the Cycing Demonstration Towns project, which showed that ony one of the towns experienced a change in the number of accidents at the 5% eve of significance despite a the towns experiencing an increase in the number of cyce trips. Heath 3.79 The heath benefits of increased take up of cycing have been cacuated using the method recommended in WebTAG, and uses vaues derived from the cited Copenhagen study and the oca scheme study area. It uses the demonstrated heath benefits of reduced mortaity rates amongst TRAVELSMART 117

114 the working popuation seen esewhere: The heathier ifestye is inked to increased rates of physica activity for everyday journeys The reduced mortaity benefits are based on those shifting mode from car to cyce as a resut of the scheme. Appying mortaity benefit factors for Engand and Waes identified in TAG Unit (page 19), the assessment cacuates the ife savings per annum at 2002 prices, growthed from 2002 vaues using GDP vaues given in WebTAG (Tabe 3) Using the same methodoogy, it is possibe to cacuate heath benefits of increased rates of waking, for which a simiar reationship as in the case of cycing has been shown to exist. We have not taken this into account in this appraisa as the mode shift to waking has not been separatey cacuated It has been assumed that there are no heath benefits associated with pubic transport or car use that woud need to be captured in the appraisa The benefits of the cycing schemes in terms of heath amount to some 6.74m over the 30 year appraisa period (net present vaue in 2002 prices) 3.84 The quaitative assessment score is Moderate Beneficia. Absenteeism 3.85 Aong with direct heath benefits to the individua, a positive economic impact to empoyers has been shown to exist, through reducing the amount of absenteeism caused by i-heath amongst workers. The commercia saving of the cycing eement of the package across the three towns has been cacuated at 315,600 over the 30 year appraisa period (net present vaue, expressed in 2002 prices) The benefit is derived from the amount of cycing carried out by individuas, with the greater the ength of time undertaken per day, the arger the impact. In Surrey, the assumed average ength of oca cycing journeys is quite ow, at 3.9km, which imits the extent of benefits produced The absenteeism assessment considers that 40% of new cyce journeys wi be greater than 30 minutes and wi subsequenty generate a direct benefit in reducing short term sick eave. Parameters incuded in WebTAG incuding those referencing back to WHO (2003) and CBI (2003) have been appied to the assessment in cacuating the reduction in absenteeism. The vaue of working time per hour in WebTAG (Tabe 3) was appied to the number of working days saved to generate the benefit at 2002 prices The rates of benefit produced by appying the advised methodoogy are intentionay quite ow, and the cacuated absenteeism benefits are ess than 10% of the above heath benefits to the individua It is aso possibe to generate pedestrian absenteeism benefits, but these have not been accounted for, as mode shift to waking has not been separatey cacuated The quaitative assessment score is Sight Beneficia. Journey ambience 3.91 The benefits to the individuas using the cycing faciities derived from an improvement to the conditions and environment experienced by those making a trip have been appraised foowing the guidance given in TAG unit It reates to the change in traveer care, traveers views and traveer stress experienced by cycists as a resut of the interventions, incuding environmenta quaity, comfort, convenience and perceived improvements to safety The appraisa takes into account the differences in the vaue that existing and new cycists pace on such improvements, and that ony a proportion of the journey ength performed by cycists wi make use of the new faciities For the benefits to existing cycists, the assessment appies the number of existing cycists noted in the three towns (Guidford 1,388, Woking 1,868, and Redhi/Reigate - 708). 118 TRAVELSMART

115 3.94 The nature of the scheme encompasses widespread infrastructure improvements across each of the towns for cycists improving the connectivity of existing cyce infrastructure. Based on this principe, it has been assumed that 35% (approximatey a third) of existing cyce trips wi use the new infrastructure, and that this wi appy to approximatey 25% (1km based on a 3.9km average journey) of their trip For the benefits to new cycists, the assessment has appied the number of new cycists mode shifting from car noted for the three towns (Guidford - 1,100, Woking - 95, and Redhi/ Reigate - 84). The assumption is that a new cycists wi use the new infrastructure for 50% of their journey, given that the mode shift to cyce has occurred as resut of the scheme. The rue of a haf is appied to a new cycists as advised in WebTAG (para 1.9.1) 3.96 A existing and new cyce minutes on new infrastructure are divided between time spent using on and off road infrastructure improvements, and the benefit vaues for the different types of infrastructure appied as provided in WebTAG (Tabe 4) Given these parameters, the benefits of the cycing schemes across a three towns have been cacuated at 814,500 over the 30 year appraisa period (net present vaue, expressed in 2002 prices discounted to 2002) The quaitative assessment score is Moderate Beneficia. Vaue for money summary 3.99 The summary tabes for the vaue for money assessment for the Trave SMART arge bid are shown in the foowing tabes: Tabe of the Economic Efficiency of the Transport System Tabe of Pubic Accounts Anaysis of Monetised Costs and Benefits (AMCB) TRAVELSMART 119

116 Trave SMART programme: Economic Efficiency of the Transport System (TEE) 120 TRAVELSMART

117 Trave SMART programme: Pubic Accounts 3 TRAVELSMART 121

118 Trave SMART programme: Anaysis of Monetised Costs and Benefits (AMCB) (2002 prices and Vaues) 122 TRAVELSMART

119 Appraisa summary tabe 3 Introduction This section detais the anaysis of each appraisa impact. The summary tabe is incuded at the end of this section. Reevant worksheets are incuded in annex 12. Economy Commuters and other network users wi benefit from decongestion benefits within a three towns. These are vaued at 33.4m. Net journey time changes are shown in tabe Tabe 3.14: Distribution of time savings: Business Users and Transport Providers Benefits Business Users ( 000s) Over 5 minutes saving 10,645 Between 2 and 5 minutes saving 11,296 Between 0 and 2 minutes saving 30,654 Subtota 52,595 Change / increase in time -25, s, discounted to 2002, in 2002 prices The proposed package woud deiver decongestion benefits and improved traffic management processes and systems that together woud assist in increasing journey reiabiity The quaitative assessment score is Moderate Beneficia. Environmenta Worksheets, where competed, for the foowing sub-objectives are contained in annex 8. Noise The issue of noise is most reevant to the Sheerwater corridor improvement and park and ride schemes. As both schemes are at an eary stage, ony an initia assessment has been undertaken rather than a fu vauation For those iving cose to the proposed Sheerwater corridor improvement, there woud be a significant beneficia impact as the majority of properties, 72%, woud experience much ower noise eves as through traffic is removed from passing in front of properties. A few properties woud experience either no change or a minor increase, as shown in the tabe beow. Tabe 3.15: Do Minimum Reduced Noise Do No Something Change Increased Noise Sheerwater corridor improvement: noise appraisa Properties & Popuation and change in traffic noise Abert Drive Arnod Road Eve Road Totas Dweings Popuation Dweings Popuation Dweings Popuation Dweings Popuation The park and ride site itsef is ocated away from residentia properties and is ocated between the Surrey Sports Park, Hoiday Inn hote and the A3 Guidford bypass. The access route is aso ocated away from residentia properties. The site wi be andscaped and modern buses wi be used As a resut, the potentia impact on noise receptors woud be minima, with any discernibe transmission to be addressed through the design of mitigation measures. TRAVELSMART 123

120 3.109 Athough there wi be more buses running aong the corridor, these additiona services wi have no impact on overa traffic noise eves The remaining parts of the package are assumed not to create a measurabe noise impact in use: The bus corridors may experience a benefit from the use of quieter vehices, but the resuting impact within the urban environment is insignificant. Increased take up of cycing and waking is not a noise-generating activity. The smarter choices measures are either associated with increased bus, cyce or wak use, or are not considered noise generating (the community hubs, on-site mapping, Brompton Dock etc.) Air quaity Improving air quaity is not a primary objective of the package. In addition, the counci is aready working cosey with the boroughs over the issue of air quaity, and the package measures wi be impemented to compement this process. This is of particuar reevance to Reigate and Redhi, where Air Quaity Management Areas (AQMAs) have been decared and an Air Quaity Management Pan is in pace. Consequenty, a quantified anaysis foowing WebTAG guidance has not been undertaken, athough socia and distributiona impacts have been considered The main air quaity impact reates to the Sheerwater corridor improvement, where through traffic wi be removed from reativey narrow residentia roads bordered by two-storey buidings. The new corridor improvement woud have a more open aspect, with both residentia dweings and most business premises ocated further from the carriageway The package as a whoe woud hep to increase traffic speeds and reduce the overa number of car trips. In addition, the park and ride service and bus corridor improvement woud be served by modern ow emission buses. These effects woud have a sight positive impact on air quaity, but due to the margina impact this has been assessed as neutra On this basis, the quaitative impact on air quaity has been assessed as Sight Beneficia for the Sheerwater corridor improvement, and Neutra for the remainder of the package. Greenhouse gases Overa the package wi achieve reduced emissions, which are derived from both decongestion benefits resuting in sighty increased traffic speeds and fewer car trips on the network. The net change is a reduction of 22,500 tonnes of carbon vaued at 2.356m over the appraisa period. The overa assessment is Sight Beneficia. Landscape The proposed park and ride site woud be the ony scheme to have a potentia impact upon andscape. The site is on the urban fringe at the bottom of the north facing sope of the North Downs. It is bordered by the A3 Guidford bypass and surrounding deveopment incuding the new Surrey Sports Park. Some andscaping and panting adjacent to the site has aready been undertaken as part of the deveopment of the sports park, and the park and ride site itsef woud be andscaped further together with suitabe panting to minimise visua intrusion The quaitative assessment score is Neutra. Townscape The main schemes affecting townscape are the park and ride site and the new Sheerwater corridor improvement. 124 TRAVELSMART

121 3.119 The park and ride site woud utiise an edge of town area of scruband, which is aready surrounded by ow height deveopment and infrastructure. The site is consistent with surrounding deveopment (ow rise hote compex with arge parking area and the Surrey Sports Park with associated foodighting), athough it woud be andscaped and accompanied by suitabe panting to minimise the visua impact The quaitative assessment score for the Guidford park and ride site is Neutra The Sheerwater corridor improvement woud run down the edge of a residentia area buit during the first haf of 20th Century making use of an existing track separating the rear gardens from a business / ight industria park The residentia housing is mixed terrace and the area is reativey deprived. The corridor improvement woud have suitabe fencing to reduce noise disturbance, and woud have no detrimenta impact on the townscape. It woud remove through traffic from Arnod Road and Eve Road, which woud aow improvements to be made to their appearance and character The quaitative assessment score for the Sheerwater ink is Neutra. Heritage of historic resources The intention of a heritage appraisa is to investigate the impact of proposas on items of historic human cutura vaue, which are by their nature not ikey to be repaceabe and may ony be party capabe of protection or recovery as a resut of the scheme going ahead Athough the overa Trave SMART bid is focussed on Woking, Guidford and Redhi/Reigate, the nature of the package is such that the greatest potentia impact is inked to ony two eements, the Manor Park (Guidford) park and ride and the Sheerwater corridor improvement in Woking. The remainder of the package touches the earth more ighty and does not require significant construction activities. The appraisa refects this dichotomy and focuses on the impact of the major eements The assessment is informed by WebTAG unit (Heritage of historic resources). This is based on using information on the affected sites and assessing the scheme impacts against a number of key heritage criteria. Appication of the environmenta capita approach resuts in the repaceabiity aspect of heritage resources being vaued in a structured, quaitative way For this appraisa, worksheet 1 for pan eve assessments has been competed for each of the two main eements ony. As the rest of the programme comprises ony ight construction and soft measures, it is not deemed necessary at this stage to compete a forma assessment of these eements The worksheets detai a sight beneficia impact of the Sheerwater corridor improvement, mainy through removing heavy traffic from an historic buit-up area. In this sense, the heritage appraisa cosey paraes the townscape appraisa. Construction activities reating to the road affect a margina brownfied area, where the probabe existence of historic artefacts is ow In respect of the Manor Park site, athough there are no townscape or andscape impications with this site, recent deveopment of the Surrey Sports Park has reveaed evidence of extensive Bronze Age agricutura and settement andscape buried in this area, with further evidence for Iron Age, Roman and Medieva activity. The reated worksheet shows a moderate impact of the park and ride site on the basis that the site is surrounded by recent deveopment In both cases, undertaking the deveopment enabes the investigation of these areas to take pace for the first time and a cataoguing of any finds. A fu survey and assessment woud be undertaken to provide the necessary information for an Environmenta Statement prior to seeking panning permission The quaitative assessment scores are Sight Beneficia (Sheerwater) and Moderate Adverse (Guidford park and ride) TRAVELSMART 125

122 Biodiversity A the package eements, with the exception of the park and ride site, are considered to have minima impact An initia assessment of the park and ride site has considered it to be of ow vaue. The site is surrounded by deveopment and the A3 Guidford bypass borders its eastern edge. At this stage of the scheme deveopment, it has not been possibe to undertake the four-stage methodoogy and compete the WebTAG worksheet and, therefore provide an overa assessment score The appraisa of this impact has been undertaken in the form of a scoping risk assessment. In summary, construction of the site woud affect no trees, but one hedge of reativey ow quaity woud be removed. The existing scrub woud be disturbed and repaced. Given the proximity of the A3 and the poor bordering vegetation, the site has imited vaue as a widife corridor. The existing pond and immediate surrounding and woud be retained, with vegetation inks to the surrounding area. The site is not adjacent to any Sites of Specia Scientific Interest (SSSIs) or Sites of Importance for Nature Conservation (SINCs) and Sites of Nature Conservation Importance (SNICs.) It is anticipated that there woud be imited impact on earth heritage. The park and ride site woud be andscaped with suitabe panting to hep mitigate any impact A fu survey and assessment woud be undertaken to provide the necessary information for an environmenta statement prior to seeking panning permission The quaitative assessment score is Minor Negative. Water Environment At the present stage of scheme deveopment, the main construction eements of the Trave SMART programme, the Manor Park park and ride scheme in Guidford and the Sheerwater corridor improvements in Woking, have not so far been the subject of investigation to provide the necessary information for competing an environmenta statement in support of panning appications As a consequence, it is not possibe to compete an assessment of the scheme impacts on the water environment at this point and the necessary detai wi come forward in step with overa progress of scheme deveopment. The nature of the scheme indicates that it wi be necessary in time to compete the WebTAG pan eve worksheet, rather than the ess detaied strategy eve version At the present time, the evauation is more in the form of a scoping risk assessment, taking account of the four stages of a fu water environment appraisa: Review of the activities proposed and the potentia impacts identified. Appraisa of the importance of the water environment within the study area. Appraisa of the potentia impacts of the proposa on the important attributes. Fina assessment score. Site Topography and Surface Water Features Park and ride site The site is roughy rectanguar, oriented NE-SW, with a shaow sope of ess than 5m faing in the same direction across the site The site is currenty open, bounded by hedgerow / tree ines, which screen the area from the A3 (to the SE), the Hoiday Inn campus (to the N) and the Surrey Sports Viage (SW). The area NE of the site is not currenty occupied by buidings, athough is in use as sports pitches Two surface water bodies figure in the area (i) a arge pond, competey surrounded by shrubbery hedges, ying NW of the site which may have been in existence for some time; (ii) a baancing pond ying between the site and the adjacent Hoiday Inn campus. This and its associated drainage channe, appears to have been provided at the time of the campus s construction. 126 TRAVELSMART

123 Sheerwater corridor improvement The site is a fat, urban topography, with the road aignment running NW-SE The road aignment is bounded to the south by the rear of existing residentia-type deveopment dating from the 19th and 20th centuries. To the north, the boundary abuts the rear of a ater 20th century deveopment of industria warehouses and workshops The nearest surface water body is the Basingstoke Cana, 50m to the north of the aignment at its nearest point. No other surface waters ie in the vicinity of the proposed road. Significance of oca water environment Park and ride site The incrementa way in which the genera area had been deveoped from farmand has meant that the drainage strategy and faciities provided have aso deveoped in stages, rather than in accordance with an overa pan In respect of the identified surface water bodies, the baancing pond is not beieved to present issues over ensuring its capacity and functioning is not compromised by deveopment of the park and ride site. However it is necessary to confirm the status of the arger existing pond in terms of ecosystem sensitivity The nature of the park and ride deveopment, with construction of a arge paved area, raises issues of how potentiay arge voumes of runoff are to be deat with, the interaction of the drainage infrastructure with that of neighbouring sites, the impact on groundwater resources and the potentia ecoogica impact. Sheerwater corridor improvements Deveopment of the road wi raise the discharge rates to existing drainage systems, but the increment of change may not be significant as the route is aready party surfaced The Basingstoke Cana is a site with conservation area status as a eisure environment and as a viabe ecosystem supporting a variety of fora and fauna. It wi be important to avoid any negative drainage impacts on this feature. Surface drainage issues Park and ride site Fooding A food risk assessment woud be carried out to assess food risk from run-off. This woud incude ensuring that the discharge woud be throtted back to the current rate As the site is in excess of 1 hectare in area, suitabe drainage features woud be designed during scheme deveopment prior to a panning appication The area is not one cassed as being at risk of riverine fooding. Water demand The deveopment of the park and ride site woud not give rise to additiona water demand except for use during construction. It is understood that this wi not require oca abstraction from any oca watercourses. Surface and fou drainage The potentia surface water run-off to drainage infrastructure and possiby from surviving fied drains woud be formay investigated as part of the design process. TRAVELSMART 127

124 Construction activities It is considered that there woud be some physica disruption to existing drainage infrastructure during construction of the park and ride site. Detaied design on the park and ride site has not yet commenced, therefore the drainage strategy and extent of necessary drainage infrastructure has not been determined at the present time. Future deveopment The area surrounding the site has been graduay deveoped in recent years, suppanting the previous agricutura (greenfied) and use. It is ikey that this trend wi continue unti a surrounding undeveoped pots wi become urbanised. The timescae and potentia impications for overa drainage needs in the area have not been assessed and fas outside the scope of this appraisa in terms of timescae and aso responsibiity. Sheerwater corridor improvement Fooding A food risk assessment has not been carried out to date. The area is not one cassed as being at risk of riverine fooding. Water demand The deveopment of the ink road woud not give rise to additiona water demand except for use during construction. This wi not require oca abstraction from any oca watercourses. Surface and fou drainage Surface water from runoff and drainage infrastructure woud discharge to existing drainage infrastructure. There may be impications for the quaity of watercourses downstream of the ink road ocation, which are to be investigated. Construction activities It is considered that there woud be some physica disruption to existing drainage infrastructure during construction of the Sheerwater ink road. Detaied design of the ink road has not yet commenced, therefore the drainage strategy and extent of necessary drainage infrastructure has not been determined at the present time. Future deveopment The area surrounding the ink road site comprise a brownfied ocation, having been fuy deveoped for up to 100 years or more and the road aignment runs cosey between existing buidings of various types. Changes of and use have been seen over time and it is possibe that construction of the corridor improvement wi faciitate further deveopment in the future. The timescae and potentia impications for overa drainage needs in the area have not been assessed and fas outside the scope of this appraisa in terms of timescae and aso responsibiity. Initia assessment The assessment method prescribed by WebTAG suggests assessing the potentia impacts of the construction and operation phases separatey, against a range of key attributes. Deriving the overa score is dependent on the significance of the impacts and their cumuative effect over a environmenta attributes. With this scheme, no specific water reevant objectives have been set as yet. The Do-Minimum Position The aternative picture of not buiding either scheme woud remove a adverse impacts of the construction programme and the need for mitigation. 128 TRAVELSMART

125 Socia 3 Commuters and other users Commuters and other network users wi benefit from decongestion benefits within a three towns. These are vaued at 33.4m. Net journey time changes are shown in tabe Tabe 3.16: Distribution of time savings: Commuters and Others Benefits Commuting and Other Trips ( 000s) Over 5 minutes saving 15,158 Between 2 and 5 minutes saving 17,756 Between 0 and 2 minutes saving 43,172 Subtota 76,086 Change / increase in time -33, s, discounted to 2002, in 2002 prices The quaitative assessment score is Moderate Beneficia. Reiabiity impact on commuters and other users The proposed package woud deiver decongestion benefits and improved traffic management processes and systems that together woud assist in increasing journey reiabiity. Improving heath through increased physica activity This impact has been considered above under the above section on the vaue for money appraisa. Journey ambience This impact has been considered above under the above section on the vaue for money appraisa. Transport interchange An interchange appraisa is no onger formay required for major scheme bids, with in this case, the aspects that woud be highighted in such anaysis aready being captured by other aspects of the appraisa The interchange benefits of the scheme comprise three main aspects: Park and ride in Guidford. Work at Redhi and Woking stations (ifestye hubs/brompton Docks). Bus corridor improvements The performance of the former are fuy captured in the mode-based economic evauation of the scheme The quaitative station works contribute aong with other soft measures, to moda shift, with performance captured in the economic evauation The bus corridor improvements may be regarded as wak & ride, with improvements to the waiting environment, eve of faciities and information and vehices a being covered by the accessibiity audit and the mode shift performance again captured in the economic evauation. Accidents This impact has been considered above under the vaue for money appraisa. Security The security impacts are mainy associated with the park and ride service and to a esser extent with the bus corridors and the new and improved waking and cycing faciities. TRAVELSMART 129

126 3.177 The park and ride site woud be a secure site, with a member of staff in attendance, good ighting, waiting faciities and CCTV coverage. This woud be an improvement on drivers parking in unattended and ess we faciitated sites, and then needing to wak into the town centre The improved bus corridors incude better waiting faciities, and the improved and new waking and cycing routes incude new and/or upgraded street ighting The quaitative assessment score is Sight Beneficia. Access to services The Trave SMART programme contains a series of measures that ostensiby coud have an impact on Access to Services, as envisaged in the Major Scheme Guidance and the reevant WebTAG guidance In deveoping this package, the county counci has had the principe of improving the means and quaity of access to empoyment at the forefront of its consideration, thus meeting the intended objective of positivey supporting economic deveopment. Looked at from the empoyer/deveoper viewpoint, providing such enhancements improves the attractiveness of sites (existing or panned) and the potentia catchment area for access trips to these ocations for existing and potentia new staff The bid is therefore mainy concerned with a subset of the fu picture of accessibiity assessment (to empoyment), and the quaity of access to main centres, education faciities and heathcare is of secondary importance to the main rationae of the bid. Nevertheess, it is ikey that incidenta improvements to accessibiity to these other key services may be enhanced as a resut of the scheme proposas The bid is focussed on the towns of Woking, Guidford and Redhi/Reigate, so the assessment has been based on a consideration of access trips to and within these towns, with key empoyment sites as the main destination zones of interest The assessment is informed by WebTAG units (Accessibiity) and 3.17 (Socia and Distributiona Impacts), with the former being the controing guidance The process takes access by pubic transport as its subject matter, with an initia three-stage process to scope the anaysis to be undertaken: Identify the area potentiay affected by accessibiity changes. Anayse the demographic profie in that area. Determine if it is appropriate to undertake more detaied anaysis of the changes. 130 TRAVELSMART

127 Initia Step 0 Screening With the cose reationship of access to services and socia and distributiona anaysis, an initia Step 0 SDI screening review has been carried out on the compete LSTF package, with the concusions set out beow. 3 Tabe 3.17: SDI Step 0 screening review summary LSTF package eement SDI recommendation Reasoning Manor Park park and ride Scoped out no further anaysis. Very ow SDI impact and no strong reationship with primary LSTF objectives. Sheerwater corridor improvement Scoped out no further anaysis. Very ow SDI impact and no strong reationship with primary LSTF objectives. Redhi town centre car Undertake stage 3 screening. Uncertain impact on ow/ park guidance system vunerabe groups, thus retain in scope up to the fu screening stage. Bus priority and corridor Undertake stage 3 screening. Likey impact on target improvements socia groups. Wak / cyce faciities Undertake stage 3 screening. Likey impact on target Smarter choices hard measures Undertake stage 3 screening. socia groups. Likey impact on target socia groups. Smarter choices soft measures Undertake stage 3 screening. Likey impact on target socia groups The highway reated package eements are of no reevance to a pubic transport accessibiity assessment, and the park and ride scheme is aso scoped out. Therefore the focus must revert to the bus priority measures and those smarter choices actions with a potentia pubic transport impact for journeys to work. The resuting ist is shown beow. TRAVELSMART 131

128 Tabe 3.18: Access to services: measures with potentia impact on journeys to work Category Bus priority corridors Corridor (& route) / Smarter choices measure West Corridor Knaphi & Brookwood (91/28/34/35) East Corridor Sheerwater, West Byfeet & Brookands (436) North East Corridor A320 Chertsey & St Peters Hospita (557) South Corridor Guidford (34/35/462/463) Research Pk Corridor University, Roya Hospita & Research Park (3/26/27/37/37 & 4/5) Adershot Rd Corridor Woodbridge Rd, Adershot Rd, A323 (20) Worpesdon Rd Corridor Woodbridge Rd, Worpesdon Rd, A322 (26/27/28) Woking Rd Corridor Stoke Rd, A320 (3/34/35) London Rd Corridor London Rd, A3100 (36/37) Epsom Rd Corridor A246, Epsom Rd, Merrow (36/37/479) Shaford Rd Corridor A281, Shaford Rd (21-25/53/63) Portsmouth Rd Corridor A3100, Portsmouth Rd (70/71/92) Farnham Rd Corridor A31, Farnham Rd (46) South Corridor A23, East Surrey Hospita (100/400) North Corridor A23, Merstham (405) West Corridor 1 B2034 Backborough Rd to Reigate (420/460) West Corridor 2 A25 Reigate Rd (430/435) Smarter choices hard measures Wayfinding & maps Wayfinding & maps Wayfinding & maps Heathy ifestye hub Heathy ifestye hub Smarter choices soft measures Marketing Marketing Marketing Trave panning / training Trave panning / training Trave panning / training PTP PTP 20 ocations in town centre approx. 20 ocations in town centre approx ocations in town centre approx. Westborough area Redhi West On-ine mapping, infrastructure awareness support on bus corridors. On-ine mapping, infrastructure awareness support on bus corridors. On-ine mapping, infrastructure awareness support on bus corridors, new trave starter packs, sma business support. Town centre focus, firms with 100+ empoyees. Focussed on Research Park, Guidford Business Estate & Guidford Gateway, firms with 100+ empoyees. Town centre focus, firms with 100+ empoyees. To be targeted at Sheerwater Business Park To be targeted at smaer businesses, both in town centre and town wide WOKING GUILDFORD REDHILL Tabe 3.18: Access to services: measures with potentia impact on journeys to 132 TRAVELSMART

129 Appraisa scope The advised method is to combine an assessment of improved pubic transport journey times with improved quaity, which when factored produce a quaitative score and quantified impacts for critica socia groups The nature of the key access eements of the scheme are such that no improvements to pubic transport journey times are intended: the associated traffic management measures are not intended to increase the speed of journey, ony enhance reiabiity and the overa frequency of service is not assumed to increase (even if commercia operators may decide to do this on their own account) Therefore the Do-Minimum and Do-Something options are effectivey the same in journey time and cost terms It is sti possibe to undertake an accessibiity (i.e. quaity) audit and to consider quaitativey the overa connectivity offered by the network for access to empoyment, the key objective of the package The impact on vunerabe socia groups is a subject that is covered under the SDI anaysis heading. The GIS mapping in Annex 13 shows genera accessibiity to empoyment areas can readiy be ampified to enabe refection on how the improved network aso reates to the deprivation quinties, and if the network does offer inks from reative deprivation to potentia empoyment As noted above, this appraisa is focussed on pubic transport ony. Other access to work impacts, such as from cyce and pedestrian mode shift or park and ride use are assumed to be captured within the appraisas carried out for those scheme eements. Accessibiity anaysis Woking Bus package The improvement package for Woking is focussed on a SW-NE axis, matching the form of the town s urban geography, and serves the main A road corridors on this axis, aso taking in a spay of residentia areas south west and south of the town. Ony the reativey smaer area north of the town centre is not covered by the package, owing to its reativey cose proximity to the centre The physica works are to be ampified by arge scae sustainabe transport marketing in zones aongside the corridors to be improved. A 400m swathe is proposed on each side of the improved routes and the corridors and physica form of the town suggests that most of the town (~70%) wi receive information and promotiona materia about the oca bus improvement package. Empoyment ocations The principa empoyment ocations are cosey aigned to the proposed improved bus corridor network, in Woking town centre, Sheerwater and West Byfeet, meaning that bus services may economicay serve these areas without necessitating arge diversions away from their principa route. IMD distribution The principa areas of deprivation, as defined by the output areas faing into the ower quintie on the nationa Mutipe Deprivation Index (a domains), are shown on the pan. In Woking these are strongy aigned to the main SW-NE axis, with a particuar presence in the Sheerwater area, together with an isoated area in the town s southern suburbs Three concusions are suggested: The bus network serves these areas we, therefore the improvements shoud improve the mobiity prospects of oca residents. Much of the empoyment is ocated comparativey cose to the areas of deprivation, meaning that access by non-motorised modes may be viabe for many. Where this is not possibe, cross-town bus journeys are possibe. TRAVELSMART 133

130 Quaity of inkage The bus services in Woking are focussed on the town centre and aong the principa axis of deveopment. This means that reativey convenient cross-town journeys, incuding from a residentia areas to the major empoyment sites, are capabe of being made with at most ony a singe interchange in the centre. A pan of the improved corridors in reation to areas of deprivation and key empoyment areas is shown in annex 13. Guidford Bus package The improvement package for Guidford is very comprehensive, with a main A road radia corridors to be improved, except the A3 trunk road, which does not pay a major roe in the oca bus network With such an extensive series of works proposed, very few urban and interurban services wi not receive benefit from the investment for at east some of their route mieage. The improved network aso penetrates residentia areas The arge scae sustainabe transport marketing in zones aongside the corridors to be improved shoud see most of the town (~85%) covered, as the bus corridors ie comparativey cose together, and the marketing zones wi in practice significanty merge together. Empoyment ocations The principa empoyment ocations are cosey aigned to the main road network, meaning that bus services may economicay serve these areas without necessitating fare rises or major diversions away from their principa route The Surrey Research Park and adjacent hospita campus are a major empoyment ocation aso, but ie off the main road network. Here, the residentia road network served by buses wi aso be improved, enabing reevant bus services, incuding those to the proposed Manor Park park and ride site pus those from the Park Barn and Westborough residentia areas to benefit from the improvements. IMD distribution The principa areas of deprivation, as defined by the output areas faing into the ower quintie on the nationa Mutipe Deprivation Index (a domains), are shown on the pan. In Guidford, these mainy ie to the west and north of the town Three concusions are suggested: The bus network serves these areas we, therefore the improvements shoud improve the mobiity of oca residents. Much of the empoyment is ocated comparativey cose to the areas of deprivation, meaning that access by non-motorised modes may be viabe for many. Cross-town bus journeys are possibe if a direct journey is not possibe. Quaity of inkage The bus services in Guidford are focussed on a town centre interchange, meaning that reativey convenient cross-town journeys, incuding from a residentia areas to the major empoyment sites, are capabe of being made with ony a singe interchange in the centre. A pan of the improved corridors in reation to areas of deprivation and key empoyment areas is shown in annex 9. Redhi/Reigate Bus package The improvement package for Redhi focusses on a main north-south A road corridor (the A23) to be improved, aong with the main routes inking Redhi centre and Reigate to the west. In addition, some improvement to wider interurban corridors to Banstead (NW), Cousdon (NE) and Horey (S) is envisaged. The improved network aso penetrates residentia areas to the south of Reigate and Redhi. 134 TRAVELSMART

131 3.209 The transport marketing initiative wi not cover as high a proportion of the urban areas as for Woking or Guidford (possiby some 40%), but this shoud be sufficient to ensure good distribution of information and promotiona materia about the oca bus improvement package. 3 Empoyment ocations The principa empoyment ocations are cosey aigned to the A23, meaning that bus services may economicay serve these areas without major diversions away from their principa routes. IMD distribution The principa areas of deprivation, as defined by the output areas faing into the ower quintie on the nationa Mutipe Deprivation Index (a domains), are shown on the pan. Here they ie to the south of Reigate and Redhi in the Earswood and Woodhatch areas, with a further concentration north of the town centre towards Merstham As before, the same concusions are suggested: The bus network serves these areas we. Much of the empoyment is ocated comparativey cose to the areas of deprivation, meaning that access by non-motorised modes may be viabe for many. Cross-town bus journeys are possibe if a direct journey is not possibe. Quaity of inkage The bus services in Redhi/Reigate have an orientation on north-south and east-west axes, with a particuar focus on the 430/435 services, which ink most of the key areas noted above. The urban network inks together at Redhi centre, faciitating cross-town journeys to areas not accessibe directy. A pan of the improved corridors in reation to areas of deprivation and key empoyment areas is shown in annex 9. Accessibiity audit The principa accessibiity impacts are associated with the quaity improvements and in WebTAG terms, the resuting anaysis can ony cover the accessibiity audit component. The quaity of accessibiity as a resut is a psychoogica impression of change (improvement) and the audit produces a quaitative score representing this to incude in the appraisa summary tabe Aongside the audit work, it is possibe to generate monetary vauations of the pubic transport quaity aspects. These have not been separatey cacuated, to avoid doube counting with the user benefits imputed to the corridors captured in the economic appraisa A worksheet is provided within WebTAG enabing the quaity aspects to be weighted and scored. Within this, a score of 0 to +4 is used to assess the importance of the quaity of various transport quaity eements, whist a seven point scae is appied to impacts of the interventions on different socia groups It is possibe for a variety of impacts to be scored, but for this anaysis, access to key empoyment ocations ony is considered. Without ooking at specific network issues, a sight beneficia score is produced for the compete package. The impact on different socia groups varies, with the edery and disabed standing to gain more benefit than other groups This is perhaps understandabe, athough if ooking to improve access for no-car famiies or others of working age without mobiity impairments, the improvement package may need specific measures to be taiored to meet their needs The main centres are aso areas of access to empoyment and the scored resut is amost the same as the above (sight beneficia). The ony difference concerns movement in interchanges, which are ocated in town centres and boost the scores sighty. TRAVELSMART 135

132 3.220 As a fina point, the smarter choices actions are intended to address the specific needs of working age persons, both in work or jobseekers. Substituting these for the interchange movement measure has the effect of evening out the impacts and generay raising the score, athough not by enough to raise it to the moderate benefit category The accessibiity audit worksheets are contained in annex 13. Persona affordabiity Persona affordabiity refers to the monetary costs of trave as it affects different groups of peope in society. In considering its reevance to the Trave SMART programme, it is necessary to determine if the scheme is ikey to bring about any step changes in transport costs that coud impact everyday journeys to work, education, services or eisure The bid is focussed on the towns of Woking, Guidford and Redhi, so the assessment ony considers trips reating to these towns The assessment is informed by WebTAG units (persona affordabiity) There is a cose correation between the concept and practice of persona affordabiity assessments and those carried out for other socia categories, particuary that for Socia and Distributiona Impacts. As with this, a staged process is envisaged comprising: Identify the area potentiay affected by monetary cost changes. Anayse the demographic profie in that area. Determine if it is appropriate to undertake more detaied anaysis of the changes These three steps are identica to those in the SDI advice and the guidance sets out the methodoogy in detai. To respect the difference between SDI and affordabiity categories, an affordabiity review is proposed to scope the anaysis and set the direction of more detaied work, shoud this be needed. Initia affordabiity review The appraisa is concerned with changes in the monetary costs of trave and by impication whether this coud affect decision choices for potentia traveers. The nature of the scheme suggests that the cost impacts to users are ikey to be dispersed across a wide area and may in themseves be of ow impact Under the circumstances, it was deemed appropriate to undertake an initia screening, aong the ines of a Step 0 SDI screening review to iustrate the point. The WebTAG guidance specificay points out key eements of transport costs: Parking charges (inc. changes in aocations of free or reduced fee spaces). Car fue and non-fue operating costs (inc. rerouting or changes in journey speeds and congestion, resuting in cost changes). Road user charges. Pubic transport fare changes. Pubic transport concession avaiabiity (inc. changes causing moves in service provision from bus to ight rai or heavy rai, where such concession entitement is not maintained by the oca authority) In a bar one of these instances, the Trave SMART programme is not expected to generate any changes in user costs, as shown beow. 136 TRAVELSMART

133 Tabe 3.19: Changes in user costs Mode Cost change Step 3: cost change expected? Step 4: Cost change captured in TUBA Quantified impact 3 Car Car fue and non-fue cost Yes Yes Yes Road user charges N/A No N/A Pubic parking charges management Other car charges / costs N/A No N/A N/A No N/A Pubic Transport Bus fares N/A No N/A Rai fares N/A No N/A Rapid transit fares N/A No N/A Mode shift between pubic transport modes due to change in suppy Ticket / interchange discounts N/A No N/A N/A No N/A Concessionary fares N/A No N/A Other pubic transport charges / costs N/A No N/A Nonmotorised modes Tabe 3.19: Waking costs (if any) No No N/A Cycing costs No No N/A Changes in user costs Highights from the above are: Fares are not affected by the package interventions, therefore users wi ony experience at most, a journey time change, not refected in any prospective fare changes. There are no parking charge amendments inked to the package. There are no user charging or workpace charge / management poicies affecting users. An assumption is made in the case of mode shift that the reduced monetary cost of car use is in practice baanced by spending on fares (for use of pubic transport) or its equivaent in additiona trave time (for using metaboic modes). This matter is discussed in the guidance: though no fares are charged for waking or cycing, potentia mode shifters are asked to consider a choice in favour of a possiby sower journey, which choice therefore has an economic vaue to them. Ony the costs associated with changes in car use may generate assessabe benefits in affordabiity terms. TRAVELSMART 137

134 Changes in trave costs The impact of changed trave times woud be either increased or owered trave costs, thus potentiay causing an affordabiity impact wherever these occurred, particuary so if they impacted areas of income deprivation. In this case, what is considered potentiay reevant is the potentia impact on deprived communities, i.e. the Socia and Distributiona Impacts, and that it is the costs of car use that is important in affordabiity terms In the SDI step 0 screening (see beow), most scheme impacts were not fet to be significant enough to warrant further anaysis across the whoe package and ony the cycing/waking and smarter choices eements may benefit from more work individuay. As these are not directy concerned with the costs of car use, the SDI process and affordabiity appraisa are consistent with each other The possibiity of owered trave costs aso exists, which woud represent a benefit. These have not been incuded for the present, owing to the possibiity of exaggerating the trave time benefits aready accounted for in the economic appraisa of mode shift effects. IMD evauation What remains is the possibiity of extra costs impinging on deprived areas. The most recenty avaiabe Census data reevant to this matter is now 10 years od, the most appropriate data avaiabe to use when considering affordabiity impacts is considered to be the Indices of Mutipe Deprivation (IMD) These provide a reative measure of deprivation in sma areas across Engand IMD 2010 is based on the concept that deprivation consists of more than just poverty. Poverty is not having enough money to get by on whereas deprivation refers to a genera ack of resources and opportunities However, for the affordabiity assessment, WebTAG advises concentrating on the Income Deprivation domain within the overa Index of Mutipe Deprivation It can be seen therefore that the data contained within IMD 2010 is cosey aigned with the purposes of an affordabiity appraisa According to the IMD2010 Statistica Reease, significance is defined if the area fas within the top 10% most deprived, however on investigation of the picture in Surrey, the eve of deprivation is comparativey ow Within the boroughs of Woking, Guidford and Reigate & Banstead (ocation of Redhi), there are no Lower Super Output Areas faing into the owest 10% UK decie for income deprivation when compared to the nationa ranking. This picture is captured in the foowing tabe, which has to break down the IMD rankings into 20% bocks in order for the issue to be visuaised. Tabe 3.20: IMD evauation summary Woking Guidford Redhi Popuation 93, , ,639 IMD 2010 Ranks % 3.23% 1.19% 1.6% 20-40% 14.80% 8.94% 7.7% 40-60% 11.79% 13.50% 17.63% 60-80% 23.16% 21.98% 28.58% % 47.02% 54.38% 43.32% 138 TRAVELSMART

135 3.240 There are areas of genuine income deprivation in Surrey and in the three towns figuring in the LSTF bid; however these ocations are either too sma or too geographicay dispersed to be detected by conventiona Census anaysis. 3 Interim concusion The SDI WebTAG guidance states that in respect of cost impacts, a change in magnitude of +/- 10% may be considered significant and ought to be taken into account in the TUBA anaysis. This is understood to mean the product of the cost change and the size of popuation to which it appies From the above, it is highy unikey that the impacts woud reach this eve: The deprived popuation forms a very sma proportion of the tota popuation. The 20% most deprived LSOAs constitute ess than 5% of each borough s popuation. Car mieage based costs must change we in excess of 10% for overa impact threshod to be exceeded. It is not cear that there are any dis-benefits associated with car costs created by the scheme. There are no changes to other casses of cost affecting any socia group. There are no changes to other casses of cost affecting any geographica area. The possibiity of car mieage costs faing (i.e. benefits) has not been incuded, to avoid any risk of doube counting It has not been possibe to compete a TUBA-based impact matrix showing car-based cost change impacts against IMD income domain as yet, however on the basis of the above, an initia affordabiity quaitative assessment score for the fu package woud be Neutra. Severance There woud be a sight reduction in severance associated with the Sheerwater corridor improvement. However, this has not been assessed according to the methodoogy set out in WebTag unit and DMRB due to the fact that there are no important oca community faciities in the vicinity. Nevertheess, through traffic woud be removed from Arnod Road and Eve Road permitting improved oca access. This woud reieve severance and improve the pedestrian environment for the estimated 311 residents of these roads The signaisation of the junction of the Sheerwater corridor improvement with Monument Road provides an additiona controed pedestrian crossing point on Monument Road. This woud resut in a sight improvement in access to Woking town centre and raiway station from Sheerwater There is unikey to be any impact on severance associated with the park and ride site. Most traffic woud access the site from the A3 and the Tesco roundabout junction, with no resuting impact on severance. There woud be a sma increase in traffic through the Park Barn area: fows woud be monitored and additiona traffic caming impemented shoud any increase in fows begin to affect severance Specific measures within the other eements of the package woud hep to address existing severance issues. These incude: An improved pedestrian crossing on the A23 Princess Way between Redhi raiway station and the town centre. A new toucan crossing on the A25 Woodbridge Road, Guidford, to hep reduce the barriers to north south movement caused by the A3 and A25. New faciities on the route between Guidford station and the town centre The quaitative assessment score is Sight Beneficia. TRAVELSMART 139

136 Option vaues The impementation of the package of measures woud provide options for those who do not intend to use the faciities reguary. This appies to the park and ride service, the waking and cycing improvements, the bus corridor improvements and, to a esser extent, some of the smarter choice activities such the Brompton Dock faciity The park and ride faciity woud provide a choice for those iving outside Guidford wishing to trave into the town. The other eements of the package, incuding the bus priority and corridor improvements and the waking and cycing improvements woud provide oca residents with the option to use the new/improved faciities, or they may vaue the knowedge that the option exists WebTAG unit incudes a quaitative procedure for assessing option vaues, which is set out beow: Tabe 3.21: WebTAG quaitative assessment vaues Size of Community Service Withdrawn Service Added >2,000 peope Strong Adverse Strong Beneficia 500 1,999 peope Moderate Adverse Moderate Beneficia peope Sight Adverse Sight Beneficia 0 peope Neutra Neutra The programme affects those iving within the park and ride catchment and those iving in the towns of Guidford, Redhi/Reigate and Woking within reasonabe distance (400m) of improved and new faciities. Some measures, such as the Brompton Dock faciities and the deaership car sharing scheme woud appy to those working and/or using the services in the reevant business parks. Therefore, the programme resuts in a strong beneficia assessment in the AST In addition, the trave panning activities and heathy ifestye hub faciities woud contribute to both improved access to the transport system for those without access to a car and addressing socia incusion The quaitative assessment score is Strong Beneficia. Pubic accounts Cost to broad transport budget The cost to oca Government is 15.8m, and cost to centra government is 7.5 miion. Indirect tax revenues There woud be a oss of indirect tax revenue of miion due to ess fue being used. This is due to reduced highway mieage as a resut of a switch from car use to park and ride, pubic transport and waking and cycing modes. 140 TRAVELSMART

137 Trave SMART programme: Appraisa Summary Tabe (Economy section) 3 TRAVELSMART 141

138 Trave SMART programme: Appraisa Summary Tabe (Environmenta section) Trave SMART programme: Appraisa Summary Tabe (Environmenta section) 142 TRAVELSMART

139 Trave SMART programme: Appraisa Summary Tabe (Socia and Pubic Accounts sections) 3 Trave SMART programme: Appraisa Summary Tabe (Socia and Pubic Accounts sections) TRAVELSMART 143

140 Supporting anaysis Practicaity and pubic acceptabiity assessment Definitions Practicaity is concerned with the rea-word feasibiity of carrying out the proposed project, with the overa subject broken down into sub-objectives for ease of understanding. Feasibiity This covers the ikeihood of a decision to proceed being impemented, considering the technica and ega matters as we as poitica and funding matters. In this case: There are no overriding concerns of a technica nature associated with impementation. The construction tasks are of a conventiona nature in civi engineering terms, to be undertaken in either reativey unconstrained conditions, or with manageabe contact with adjacent residents and businesses. Risks associated with Permissions and Orders have been minimised. The county counci has determined to impement the programme assuming funding is granted Necessary utiity diversions require wayeaves. However, these wi be deat with and managed directy by the utiity companies concerned within their vested powers The schemes woud be progressed and deivered in a singe campaign of activity, with progress in sequence foowing grant funding approva. The scheme deveopment programme is composed of severa activities taking pace in parae, synchronised to a compete by Apri The main dependencies reate to the park and ride and Sheerwater corridor improvement eements, where Permissions and Orders are necessary, foowed by works procurement. Deivery of the rest of the programme aso reies to an extent on procurement exercises, apart from those eements undertaken by county counci staff. No difficuties are envisaged in progressing these strands to their concusion: The county counci has set out a timetabe for design competion and securing permissions, noted in the management case. The county counci has set out a timetabe for procurement, noted in the management case. The county counci has determined its approach to scheme pricing and any attendant risks. Enforcement There are no enforcement issues associated with this scheme, other than those arising from the routine appication of Highway Law. Area of interest The impacts of the schemes cover both the immediatey affected areas of Woking, Guiford and Redhi/Reigate and the wider area encompassing the trave to work areas focussed on these towns. Strategic re-routing is not expected to occur as a resut of the schemes The affected communities have been cosey invoved in deveoping the proposas through the oca transport partnerships for each area. This has incuded cose iaison with borough/district councis, as we as oca businesses and other stakehoders. This is described further in the strategic case. Compexity The eve of compexity for decision makers for the remaining panning tasks is inherenty ow, with a determination to proceed in pace 144 TRAVELSMART

141 3.266 The programme eements entai straightforward civi engineering, much of which is cassed as minor works and a arge number of non-construction activities. The project has these characteristics: - It is not intended to adopt any nove buiding techniques that may add risk to the project. The associated buiding ogistics, stakehoder reations and traffic management panning are non-compex. Discussion with stakehoders is estabished and ongoing. There are no disruptions to bus services. Pubic rights of way are unaffected. Existing traffic routes are be preserved. The permanent traffic management aterations do not invove any nove instaation or ega procedures. There is minima use of new technoogy and nothing of a truy cutting-edge nature invoved. Procurement is to be arranged using a predetermined work schedue with estabished county counci procedures and conventiona forms of contract. 3 Timescae The impementation timescae extends from a start of activities in mid up to competion by Apri This is determined by the need to deiver a of the LSTF eements by the atter date, which is considered to be an entirey achievabe target for the transport interventions panned. Phasing There are no phasing or staging impications or opportunities in respect of this scheme. A singe programme of continuous activity from start to competion in the time period noted above is intended. Work strands wi be carried out in parae streams Within the overa project a number of subsidiary workstreams need to take pace, but these wi be subordinated to the overa deivery programme, with progress handed as part of the steering arrangements for the compete scheme. Partitioning and compementarity A degree of economy and efficiency may be reaised in handing deivery of the overa task in separate streams, and this approach has been adopted in deveoping the detaied designs and wi be carried through into contractor deivery In deivery, the scheme is broken down into more manageabe bocks to be deivered within the overa programme and a singe campaign is considered the most practica method of deivery. This wi reduce risks of unintended programme extension and enabes improved cost contro through a reduction in the number of contractua interfaces within the project The project programme comprises a sequence of activities that dovetai together to form the whoe scheme in a whoy compementary manner. The ony separate eements are those reating to the Guidford park and ride and the Sheerwater corridor improvement. Managing deivery wi be handed semi-independenty from the other activities, but wi be concuded by the LSTF horizon year of Conficts There are no obvious sources of confict affecting this scheme in terms of transport and spatia panning or practica deivery on the ground. The strategic case expains the strong, supporting consistency of the proposa with the panning context, from which the proposa s justification is based In short, the operationa vaue of the scheme comes from addressing oca environmenta and safety concerns whie simutaneousy strengthening the sub-regiona infrastructure to cope with the growth agenda. These goas aso underie the Loca Transport Pan. The county counci and second tier councis are not pursuing any contrary panning or transport strategies in the affected areas of Surrey. TRAVELSMART 145

142 Poitica nature of poicies and proposas The intention of considering poitica aspects is to highight issues of risk associated with the form of a particuar scheme. With the Trave SMART programme, the strategic positioning is ocay focussed, with its emphasis on enhancing accessibiity and improving journey to work choices to faciitate economic growth in the respective oca contexts. The generay ow eve of physica impact on adjacent areas affected by Trave SMART interventions makes the poitica context a ow risk one, where the main issues to come forward are expected to be of a practica nature rather than concerning the fundamenta principes of the programme Poitica consideration of works deveopment and deivery sits entirey within the remit of transport poicy and oca panning, and this is uncontroversia. This is a resut of the key eements and strategic choices having been brought forward under the umbrea of the oca transport stakehoder partnerships in Guidford, Woking and Redhi/Reigate and with a strong and ongoing participatory eement to ongoing scheme deveopment aready cemented in pace This bid is supported by: Surrey County Counci Guidford Borough Counci Reigate and Banstead Borough Counci Woking Borough Counci Surrey Connects Enterprise M3 Overa acceptabiity - summary On the matter of practicaity, the Trave SMART pogramme may be seen to be in a high state of readiness to proceed, once the Department has confirmed approva for funding. Socia and Distributiona Impacts The foowing section appraises the Socia and Distributiona Impacts (SDIs) of each of the proposed schemes. Each scheme has been taken through Stage 0 to identify where further anaysis is required in accordance with WebTAG unit The tabes beow show the resuts for the Stage 0 anaysis. Where further stages in the anaytica process have been undertaken, further assessment is provided in the section of tabes beow. 146 TRAVELSMART

143 Sheerwater corridor improvement 3 Brief description of initiative: Sheerwater corridor improvement Initiative objectives: To improve access to the Sheerwater empoyment centre in Woking to faciitate economic growth Impact (Consider each separatey) User Benefits Noise Air Quaity Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) The scheme removes or reduces much of the impact of through traffic on residentia and business properties facing Arnod Road and Eve Road. Virtuay a properties woud benefit from a reduction in traffic reated noise. As the area is not designated as an Air Quaity Management Area, improving air quaity is not a primary objective of the scheme. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) Most properties woud benefit from reduced traffic fow. Some on Abert Drive and Eve Road woud experience no change and a few on Eve Road woud experience a sma increase in impact as the new corridor improvement runs cose to the rear of these properties carrying two way fows. Properties backing onto new corridor improvement woud ose parking and access to garages woud be made more difficut. A few properties at the eastern end of Arnod Road woud experience no change other than most traffic noise woud be to the rear of the properties rather than the front. There woud be a sma benefit to air quaity as queuing traffic from Eve Road woud be reocated to the new corridor improvement which is in a more open ocation improving dispersion. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) Adequate barriers woud be erected to minimise the impact of through traffic on the properties backing onto the new corridor improvement. The issue of parking and access to garages woud need further consideration. Suitabe fencing woud be erected to mitigate any noise impact. No the optimum position of the corridor improvement in overa terms has been determined. Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Significant impact. Suggest undertake fu screening steps 1-3. Significant positive benefit. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Minor positive benefit. Further anaysis considered disproportionate as the benefits are not a arge proportion of the overa benefits and improving air quaity is not a primary objective. E-9 TRAVELSMART 147

144 Impact (Consider each separatey) Accidents Security Severance Accessibiity Affordabiity Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) There woud be a sma benefit in reducing accidents. Improving security is not a primary objective of this scheme. Yes, as there wi be reduced severance on Arnod Road and Eve Road. No cear inkage between SDI impact and access improvements produced by the scheme. Improved affordabiity is not a ikey impact, therefore no cear inkage with SDI topics. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) The scheme woud resut in a sma reduction in accidents by removing the point of confict at two ocations and pacing the existing junction with Monument Way East under positive contro. In addition, the scheme woud remove the risk of U-turn movements arising from the current right run ban into Eve Road, and traffic woud be removed from residentia roads. No cear impact on vunerabe groups. The main benefit wi be reduced severance within the oca community, within which there are no important faciities. Accessibiity to the Sheerwater empoyment centre is a key objective of the scheme, but it wi have itte impact upon residents Increasing affordabiity is not a primary objective of this scheme. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) Within the ast 5 years, PIAs have occurred at the oca junctions, a invoving vehices (i.e. no pedestrian reated accidents.) No accidents have occurred on the Eve Road and Arnod Road inks. As such, it is considered that there is itte reation between the accidents and deprivation in this area. Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Minor positive benefit. Further anaysis is considered disproportionate as safety benefits are ow and a sma proportion of the overa benefits. Not appicabe. Neutra. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits. Not appicabe. Minor positive benefit. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits. Not appicabe. Neutra. Further anaysis is considered disproportionate. Not appicabe. Neutra. Further anaysis is considered disproportionate as there wi be no change in affordabiity. 148 TRAVELSMART

145 Manor Park park and ride 3 Brief description of initiative: Manor Park park and ride (Guidford) Initiative objectives: To provide decongestion benefits in order to promote economic growth and carbon savings Impact (Consider each separatey) User Benefits Noise Air Quaity Accidents Security Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) Not intended to have a direct socia impact, but may have indirect effects. Reducing the impact of traffic noise is not a primary objective of this scheme. Improving air quaity is not a primary objective of this scheme. Reducing traffic-reated accidents is not a primary objective of this scheme. Increasing security is not a primary objective of this scheme. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) Possibe journey time reductions from areas of deprivation. There wi be some increase in noise eves in the vicinity of the P&R site. However, the site is ocated away from popuation areas, and wi have no impact on deprived groups. There wi be some reduction in air quaity in the vicinity of the P&R site. However, the site is ocated away from popuation areas, and wi have no impact on deprived groups. No cear impact on vunerabe groups. There wi be some security benefits to users (e.g. switching from parking in an edge of town centre car park to a fuy serviced car park and escorted bus service), but there are no security benefits Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) Design detais mitigate possibe negative impacts. The site wi be andscaped and modern buses wi be used to service the site. The service vehices wi have ow emission engines. Design detais mitigate possibe negative impacts. Design detais mitigate any possibe negative impacts. Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Most significant positive impacts reate to potentia catchment area of P&R site, rather than immediate ocationa issues. Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Minor impact ony. Further anaysis is considered disproportionate. Minor impact ony. Further anaysis is considered disproportionate as AQ benefits are not significant or a arge proportion of the overa benefits. Not appicabe. Further anaysis is considered disproportionate. Neutra. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits and security is not a primary objective. TRAVELSMART 149

146 Impact (Consider each separatey) Severance Accessibiity Affordabiity Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) Reducing severance is not a primary objective of the scheme. Some but imited increased accessibiity as existing bus services serving the oca area wi benefit from bus corridor improvements impemented as part of the scheme. Increasing affordabiity is not a primary objective of this scheme. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) to those iving and working aong the route. Most traffic woud access the P&R site from the direction of the A3 and the Tesco roundabout junction, which woud have no impact on severance. There woud be a sma increase in traffic through the Park Barn area. Existing oca bus services serving the Roya Surrey County Hospita and the Park Barn area woud benefit from the P&R corridor improvements, but impacts are sma and indirect. No impact is ikey; the P&R bus services are ess easiy accessibe to areas of ow income or vunerabe socia groups than other, existing services. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) Traffic fows woud be monitored and additiona traffic caming woud be impemented shoud any increase in fows begin to affect severance. Not cear that any negative accessibiity impacts woud be created. Not cear that any negative affordabiity impacts woud be created. Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Minor impact ony. Further anaysis is considered disproportionate as the potentia impacts are minor and mitigation measures woud hep to reduce these impacts. Minor positive benefit. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits. Neutra. Further anaysis is considered disproportionate. 150 TRAVELSMART

147 Bus priority and corridor improvements 3 Brief description of initiative: Bus priority and corridor improvements (Woking, Guidford and Redhi/Reigate) Initiative objectives: To encourage mode shift Impact (Consider each separatey) User Benefits Noise Air Quaity Accidents Security Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) The scheme woud increase user benefits and at the same time either minimise or have no impact on other users. For exampe, inteigent bus priority wi be used thereby minimising the impact on other network users. Reducing the impact of traffic noise is not a primary objective of this scheme. Improving air quaity is not a primary objective of this scheme. Accident reductions reated to pubic transport are not significant and not a primary objective of this LSTF Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) Positive impact as those residents without access to a car woud benefit from the improvements. Modern buses, which are quieter, woud be used on these corridors, but no cear impact on target groups. Modern buses woud be used, which have ow emission engines, but no cear impact on target groups. Impacts on target groups are not ikey to be significant. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Impacts concentrated in areas served by bus routes to be upgraded. Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Neutra impact ikey. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits and reducing noise is not a primary objective. Positive benefit overa, but not focussed or of significant extent. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits and improving air quaity is not a primary objective. Neutra impact ikey. Further anaysis is considered disproportionate. eement. Increasing security is not a Improved waiting faciities No cear negative impacts Impacts concentrated in Further anaysis is E-13 TRAVELSMART 151

148 Impact (Consider each separatey) Severance Accessibiity Affordabiity Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) primary objective of this scheme. Reducing severance is not a primary objective of the scheme. Increased accessibiity through improved journey time and service reiabiity. Increasing affordabiity is not a primary objective of this scheme. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) woud be impemented, which woud incude improved ighting in bus sheters. Impacts on target groups are not ikey to be significant. Possibe impact on ow income and vunerabe groups, but impact dependent on extent of take-up compared to present. Changes to fare structures are not part of the scheme. Impact not ikey to be significant. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) needing mitigation. areas served by bus routes to be upgraded, ikey to ead to improved security. No cear negative impacts needing mitigation. Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) considered disproportionate as the benefits are not a arge proportion of the overa benefits and increasing security is not a primary objective. Neutra impact ikey. Further anaysis is considered disproportionate. No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. Positive accessibiity benefits to areas served by improved bus routes. Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Neutra impact ikey. Further anaysis is considered disproportionate. 152 TRAVELSMART

149 Waking & cycing improvements 3 Brief description of initiative: Waking & cycing improvements (Woking, Guidford and Redhi/Reigate) Initiative objectives: To promote mode shift Impact (Consider each separatey) Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) User Benefits Increased activity and heath benefits. Any impact woud be the resut of the ocation of measures and extent of changed trave behaviour in reation to those areas. No cear negative impacts needing mitigation. Noise Air Quaity Accidents Security Reducing noise is not a primary objective. Improving air quaity is not a primary objective. Socia / distributiona impact not ceary inked to accident performance objectives. Increasing security is not a primary objective. Impact of scheme measures is ikey to be ow or neutra for target groups. Impact of scheme measures is ikey to be ow for target groups. This is unikey no significant change in performance is expected. Any impact woud be the resut of the ocation of measures in reation to target groups. Some correation is possibe. No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. Any potentiay negative impacts woud be offset by design features, incuding scheme safety auditing. Yes - any potentiay negative impacts woud be offset by design features, e.g. improved surfacing and ighting. Severance The introduction of new faciities shoud reduce severance, but impacts are not ikey to be of significant scae. Impacts on target groups are not ikey to be significant. No cear negative impacts needing mitigation. E-15 Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Impacts coud be focussed on catchment areas of key routes. Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Neutra - ow impact. Further anaysis is considered disproportionate. Low and indirect impact. Further anaysis is considered disproportionate. Any impacts woud be experienced in immediate area affected. Further anaysis is considered disproportionate. Extent of significance is not ikey to be arge and is imited to key routes ony. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits and increasing security is not a primary objective. Neutra - ow impact. Further anaysis is considered disproportionate. TRAVELSMART 153

150 Impact (Consider each separatey) Accessibiity Affordabiity Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) New routes woud improve accessibiity to key empoyment centres. Not cear that new routes wi have an affordabiity impact for key journeys. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) Possibe impact on ow income and vunerabe groups, but impact dependent on extent of take-up. Not cear that there is an impact on ow income and vunerabe groups. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Degree of focus and significance depends on take up rates and ocation. Minor positive impact is ikey, but degree of focus and significance depends on take up rates and ocation. Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Further anaysis is considered disproportionate. 154 TRAVELSMART

151 Smarter choice improvements 3 Smarter choice improvements Brief description of initiative: Smarter choice improvements (Woking, Guidford and Redhi/Reigate) Initiative objectives: To promote mode shift and increase trave horizons and faciitate business savings Impact (Consider each separatey) Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) User Benefits Noise Air Quaity Accidents Yes behavioura change for transport users is the underying objective, which has a specific SDI eement within it. Reducing noise is not a primary scheme objective. Improving air quaity is vita to certain LSTF eements in other categories, but potentia SDI AQ impacts are more periphera in respect of smarter choices works. Yes there is a correation through the impact of scheme measures in specific areas of the affected towns. Yes, through ocation of certain scheme eements in areas of deprivation, and indirecty, through the impact of information and trave panning measures in the workpace. No cear impact on target groups is identifiabe. Impact of scheme measures is ikey to be ow. Increased use of waking and cycing is not beieved to have an impact on safety and accidents. No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. Design features wi be needed to mitigate safety aspects reating to increased use of sustainabe modes. Security A inkage between SDI impact and transport security objective is evident, through the differing security perceptions of different transport modes. Any impact woud be the resut of the ocation of measures and extent of changed trave behaviour in reation to those areas. Design features wi be needed to mitigate security issues reating to increased use of sustainabe modes. E-17 Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Impacts coud be focussed on areas of deprivation, target empoyment areas and key routes. Impacts are ikey to be ow and dispersed. Impacts are ikey to be dispersed. Potentia impacts concentrated around the key routes in the Trave SMART programme. Impacts coud be focussed on areas of deprivation, target empoyment areas and key wak, cyce and pubic transport routes. Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Further anaysis is considered disproportionate. Further anaysis is considered disproportionate. Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits and increasing security is not a primary objective. TRAVELSMART 155

152 Impact (Consider each separatey) Severance Accessibiity Affordabiity Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) An indirect ink between SDI impact and the severance objective is evident, but impact is ikey to be ow in respect of Smarter Choices measures. Improved accessibiity, especiay for those without access to a car, both by physica measures and by marketing and information to reduce peope s perceived barriers to trave. Improved affordabiity is not an objective of the Smarter Choices measures. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) Possibe impacts on target groups, but severance impacts are not considered to be significant. Yes, through ocation of certain scheme eements in areas of deprivation, and indirecty, through the impact of information and trave panning measures in the workpace. Yes, through ocation of certain scheme eements in areas of deprivation, and indirecty, through the impact of information and trave panning measures in the workpace. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. No cear negative impacts needing mitigation. Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Impacts coud be focussed on key routes, but not ikey to be significant. Impacts coud be focussed on areas of deprivation and target empoyment areas and thus are concentrated. Significance of impacts requires more assessment. Impacts focussed on target areas of deprivation, thus ocaised. Significance of impact needs further assessment. Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Further anaysis is considered disproportionate. Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Further anaysis is considered disproportionate. 156 TRAVELSMART

153 Traffic management improvements, incuding Redhi car park guidance 3 Traffic management improvements, incuding Redhi car park guidance Brief description of initiative: Traffic management improvements Initiative objectives: To increase journey reiabiity Impact (Consider each separatey) User Benefits Noise Air Quaity Accidents Security Severance Accessibiity Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) Reduced journey times and increased journey time reiabiity for users, as we as decongestion benefits to other network users. Reducing noise is not a primary objective. Improving air quaity is not a primary objective. Reducing accidents is not a primary objective. Increasing security is not a primary objective. Reducing severance is not a primary objective. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) Benefits vunerabe groups to the extent that they are transport users or indirecty, as town centre residents. Indirect benefits to target groups through reduction in circuating traffic. Traffic town centre eves woud remain high air quaity impact ikey to be ow, but centra Redhi is an AQMA. Traffic town centre eves woud remain high accident impact ikey to be ow. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) No cear negative impact needing mitigation. No cear negative impact needing mitigation. No cear negative impact needing mitigation. No cear negative impact needing mitigation. No impact on security is ikey. No cear negative impact needing mitigation. Traffic town centre eves woud remain high severance impact ikey to be ow. No cear negative impact needing mitigation. Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Impacts focussed on town centre ony Minor positive benefit, focussed on town centre. Minor positive benefit focussed on town centre. Minor positive benefit focussed on town centre. Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Further anaysis is considered disproportionate as the benefits are not a arge proportion of the overa benefits and reducing noise is not a primary objective. Suggest undertake fu screening steps 1-3. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment Further anaysis is considered disproportionate. Neutra impact. Further anaysis is considered disproportionate. Neutra impact. Further anaysis is considered disproportionate. Increased accessibiity Benefits vunerabe groups to No cear negative impact Minor positive benefit Suggest undertake fu E-19 TRAVELSMART 157

154 Impact (Consider each separatey) Affordabiity Is socia/distributiona impact reevant to stated scheme objectives? (If yes, provide detais) through the provision of information, but impacts ikey to be ow. Increasing affordabiity is not a primary objective. Coud scheme ead to impact on ow income and/or vunerabe groups? (Provide detais) the extent that they are transport users, or indirecty as town centre residents. No impact on affordabiity is ikey. Can potentia negative impacts be eiminated through design or mitigation? (Provide detais) Are potentia impacts, where presumed, ikey to be 'significant and concentrated'? (Provide detais) Next steps: what further screening (Step 1 to 3), or fu SDI anaysis (Step 1 to 5) is necessary and/or proportionate to potentia impact? (Provide rationae for proposa) needing mitigation. focussed on town centre. screening steps 1-3. No cear negative impact needing mitigation. Consider fu anaysis steps 4 & 5 depending on outcome of screening assessment. Neutra impact. Further anaysis is considered disproportionate. 158 TRAVELSMART

155 3.281 In summary, the categories sti requiring at east some degree of screening anaysis are as shown beow. 3 Appraisa Park & Ride Sheerwater Bus Traffic Cyce Smarter category Corridor M gt routes choice User benefit Yes Yes Yes Yes Yes Yes Noise No Yes No No No No No Air quaity No No No Yes No No Accidents No No No No No No Severance No No No No No No Security No No No No No No Accessibiity No No Yes Yes Yes Yes Affordabiity No No No No No No Given that there has not been the opportunity to compete the various steps of the SDI process in consutation with the DfT, ony an initia view of the User Benefits, Noise, Air Quaity and Accessibiity impacts are presented beow in this note The findings are aso summarised in an initia SDI Matrix for each town and in the AST Impacts reating to accidents, severance, security and affordabiity have been scoped out competey. The foowing sections, once supported by TUBA output, wi constitute the screening opinion on the socia and distributiona impacts of the Trave SMART programme on the identified groups In taking the SDI appraisa forward, it is intended to undertake the foowing: Compete the screening option work outined in the step 0 scoping. Gather base SDI data fieds on income and socia distributiona aspects of the areas affected by the programme. Map the transport effects and cross-compare with the SDI data fieds. Engage in diaogue with the Department for Transport s SDI team to confirm the approach and carry out any further work that may be deemed as necessary. Finaise the SDI assessment pro-formas for each of the three towns within the overa programme From the work undertaken to date, the SDI impications of the scheme are not ikey to be of significant magnitude, however certain aspects have been identified as possiby having an impact in socia and distributiona terms. It is not possibe to definitey state at this point whether fu profiing of any of these reationships wi be needed, going beyond the screening stage The most important matter to note at this point is that whatever the eventua eve of appraisa to be carried out it is highy unikey that any negative impacts wi register as a consequence of this scheme: the Trave SMART interventions are seen as generating positive impacts ony, athough the distributive effect may not be entirey uniform across Guidford Woking and Redhi/Reigate. TRAVELSMART 159

156 Summary The economic case for Trave SMART has been deveoped through an appraisa using the Department for Transport s LSTF Suppementary Guidance and using the atest reease of WebTAG guidance The underying principe of the evauation is that the Trave SMART measures wi encourage mode shift to take pace, away from car trips (for a journey purposes), and increase the use of pubic transport, park and ride, cycing and waking thereby promoting economic growth and reducing carbon emissions The case for the programme is demonstrated by the benefits it generates in its economic and socia context. The BCR of the proposed scheme is This represents good vaue against the recognised vaue for money criteria Economic growth wi be promoted by faciitating job creation and widening empoyers access to workers and skis. The potentia number of jobs the programme woud create is about 470 in the three target boroughs. The popuation iving within a 30 minute drive of one of the three towns woud increase by over 4% Carbon savings woud be achieved to the vaue of 2.36m (2002 vaues and prices). 160 TRAVELSMART

157 COMMERCIAL COMMERCIAL CASE COMMERCIAL CASE CASE COMMERCIAL CASE

158 Introduction 4.1 Surrey County Counci has one of the eading pubic sector procurement teams within the South East. It was the first county counci to centraise a suppy chain activity and now directy manages over 600 miion in goods, works and services. The Procurement and Commissioning Department has buit a reputation for joint working and deivering the highest possibe quaity and owest possibe price. This approach has enabed the county counci to deiver a tota of 50 miion in savings in the ast 2 years and reduced the county counci s suppy base from 15,000 to 4,000 contract suppiers. Standing orders and strategy 4.2 SCC procurement is governed by two forma documents: Procurement Standing Orders detais the minimum egisative processes which must be adhered with to meet the OJEU and EU procurement egaisation requirements. Procurement Strategy - detaiing how procurement creates and enabes vaue. 4.3 Like a UK oca and centra government departments, the county counci has formay adopted procurement standing orders within its constitution. This detais the minimum number of quotes and route to market, which must be compied with dependent upon the contract vaue. Our procurement poicy is to competitivey tender for a contracts over 99k; for contracts between 10 and 99k, a minimum of three quotes are required. 4.4 The county counci aso recognises that to achieve vaue and reduce risk in procurement additiona steps are required over and above simpy offering contracts in the market pace. The diagram, beow, shows the ink between direction setting, creating vaue and enabing vaue is fuy understood. Procurement framework Direction setting Procurement strategy Organisationa structure and peope aignment Creating vaue Category management Strategic sourcing Contract and suppier management Coaborative sourcing Enabing vaue Information and performance management Technoogy enabement Core process Peope and capabiity deveopment 162 TRAVELSMART

159 4.5 A fu description of the procurement standing orders and procurement strategy is avaiabe on the Surrey County Counci website, The direction setting and enabing vaue components are ed by the centraised procurement and commissioning department which ensures the organisation has the correct skis, processes and IT capabiity to manage externa suppy chain. 4.7 Creating vaue is deivered jointy with individua service business groups through the use of the industry best practice category management too. This depoys UK standard cassifications of goods, works and services to enabe benchmarking of costs with other pubic sector bodies. Category Management invoves three vaue-creating processes: Strategic sourcing. Contract management. Suppier reationship management (N.B this is ony depoyed for ong term contracts and is not appicabe to the LSTF project). 4.8 Since October 2011, a dedicated senior procurement category speciaist has worked with the Trave SMART Project Team to appy category management principes to the overa project deivery. The outcome of this work is detaied beow: Strategic sourcing 4.9 To deiver the Trave SMART programme a strategic review of the current contracts has been competed, assessing the appropriateness of current contracts, capacity of current contractors and the best vaue option. This has enabed the bid team to quantify where Surrey County Counci can use current contracts to ensure deivery and vaue for money. The team has aso reviewed where there are significant eements of the bid which require a bespoke procurement activity to be undertaken due to the size and cost of the project against the back drop of procurement egisation. Three different procurement strategies have been adopted depending on the vaue and risk of the activity, see beow: High risk infrastructure projects over 1m Two schemes have been identified as high risk sourcing activities: 1. Guidford park & ride 2. Sheerwater corridor improvement Both schemes cannot be deivered within existing contracts (due to vaue and resource requirement) and wi require a significant mobiisation period. An externa sourcing activity wi be required using the county counci s standard route to market. The externa sourcing activity wi aso ensure costs are fuy market tested, with schemes tendered upon schedue of rate commercia mode to enabe effective comparison and cost contro. To remove deivery risk, it has been agreed to start the sourcing activity in January ahead of the LSTF award announcement, the risk of ack of funding wi be ceary made to the marketpace and no contracts wi be signed unti the LSTF announcement in June 2012, see timetabe beow: TRAVELSMART 163

160 Activity Miestone Issue PIN Notice January 2012 Issue PQQ February 2012 Shortist to 3 for each scheme March 2012 Issue ITT with outine design Apri 2012 Seect preferred suppier June 2012 Contract award (subject Juy 2012 to LTSF announcement) Eary contractor invovement Juy August 2012 to finaise design Agree construction September 2012 timetabe and fina design Commence pre-construction October 2012 Deiver schemes Oct 2012 Oct Surrey County Counci wi work to deveop a competitive marketpace through a number of different activities. In the spring the bid team wi hod a number of meet the project team events. These events wi be co-hosted with our oca business ink group and act as information sharing networking events. It wi be an opportunity for interested parties to be invoved prior to any forma procurement, to discuss the overa programme of work and whether it woud be appropriate for their organisation to bid for the new projects The two separate tender opportunities wi have a specific notice on our web page to notify interested groups. The tendering process wi be competed using our eectronic e-sourcing too Bravo, which then inks to Europe-wide notification networks. In addition a specific emai address wi be given for interested organisations to indicate their interest To further maximise vaue from the suppy chain, the county counci wi ensure eary contractor invovement post contract award. This wi enabe the preferred suppier to chaenge design and use their expertise to vaue engineer the project and improve overa deivery Contract terms and conditions wi be written to ensure that Surrey County Counci risks are imited and that the suppier takes the financia risk. Insurance risks are aso taken into consideration and contracts make it cear to both parties the point when risks are transferred. Contracts wi be tendered using the standard NEC contract terms, with adapted causes to refect our requirements. Medium risk infrastructure projects under 1m 4.14 A number of bus corridor, cyce way, footway and junction infrastructure improvements have been identified as part of the LSTF project deivery. These schemes wi be deivered through Surrey Highway s existing term maintenance contract with May Gurney Pc. The six year contract started in 2011, with May Gurney contracted to deiver a road maintenance and transport improvement schemes under 1,000, The contract is deivered through a mix of in-house dedicated resource based at the Merrow Depot in Guidford and second tier suppy chain to deiver speciaist services. For exampe, Siemens deivers a traffic signa improvements. 164 TRAVELSMART

161 To improve co-ordination and deivery, May Gurney wi provide a dedicated scheme manager for the Trave SMART programme. The scheme manager wi be part of the dedicated task team, which wi manage each scheme, and incude representatives from the county counci, May Gurney and speciaist sub-contractor resource. The task team wi be chaired by the project manager and wi work to agree detaied design, programme and technica specification The May Gurney contract (vaue 35 miion p.a) is based on a monthy payment mechanism with a buit-in profit incentive, which is cosey monitored as part of the contract monitoring. This ensures that payment can be withed subject to deivery and, where work is not deivered to the expected standard can penaise the contractor through deductions in payment of profit. A Task Competion Certification is aso competed for each scheme to ensure compiance with the origina design specification. Low risk contracts 4.18 A number of externa consutants and deivery agents have been identified to deiver the marketing and behavioura change eements of the project, e.g. deivery of a new on-ine web too to support traffic panning. As a first step, the procurement and commissioning department wi seek to expoit existing pubic sector frameworks to provide support, e.g. centra government buying soutions frameworks Where an existing framework is not viabe, a tender exercise wi be undertaken. However, due to the nature of the contract, a ong mobiisation period is not required and therefore deivery risk is ow Foowing confirmation of LSTF funding in June 2012, we wi form a dedicated procurement bid team with the Trave SMART project team. This wi map a ow risk activity and determine the route to market. Based on existing experience, a required externa contracts wi be in pace for October Contracts wi be et using the pre-agreed framework conditions or standard terms of contract. Sustainabiity and oca workforce impications 4.21 Utiising the county counci contracts to stimuate the oca economy and have a positive impact on the environment is a critica contract objective of a our procurement activity. Regardess of the route to market identified above, a contracts wi incorporate five specific targets for sustainabiity and oca workforce: 1) % of waste sent to andfi. 2) % of recycabe materia used to deiver scheme. 3) % of carbon used to deiver scheme. 4) Number of apprentices empoyed to deiver scheme. 5) % of workforce empoyed ocay. The targets wi be monitored on a quartery basis, and, athough they wi not form part of the tender evauation process, wi enabe the county counci to set cear direction and ensure markets understand the need to support oca sustainabe growth. Contract management and performance 4.22 Surrey County Counci s Highways department has a designated contract management function. A new and existing contracts are target driven and based on a performance framework. Other key performance indicators incude reviewing of recycing and customer feedback. TRAVELSMART 165

162 4.23 Performance is measured through site visits or monthy operationa meetings, forma quartery strategic reviews and annua reviews. The primary term maintenance contract incudes a partnering timetabe for continuous improvement, with a contractors expected to work with Surrey County Counci to deveop further innovation, efficiencies and best practice suppy chain deveopments. Risk to deivery 4.24 The procurement review has estimated that to deiver the Trave SMART programme, 8m wi be tendered on the marketpace. This is identified as ow risk and is in ine with business as usua procurement activity. In 2011/12 the county counci deivered 30m of highway maintenance and infrastructure projects and is therefore adept in managing contracts of this scae and size Due to the strategic nature of the project a dedicated resource wi be provided from the procurement and commissioning department to support sourcing activity and suppy chain performance management The primary risk reates to the ong mobiisation period required to deiver the two strategic high risk infrastructure projects (Guidford Park & Ride / Sheerwater corridor improvement). Deaying procurement activity to Juy 2012 woud present an unacceptabe construction risk, so it wi start in January 2012 to enabe preferred suppiers to be appointed prior to fina LSTF announcement Risks wi be further reduced through the depoyment of standard contract terms and use of existing term maintenance contract and pubic sector frameworks. 166 TRAVELSMART

163 FINANCIAL FINANCIAL CASE FINANCIAL CASE CASE FINANCIAL CASE

164 Introduction 5.1 Surrey County Counci is seeking LSTF investment of 16 miion, with a further 4.4 miion of secured oca contributions from the private sector and other organisations. In deveoping its proposa the counci has taken steps to ensure that: Cost estimates are reasonabe, drawing on experience of other schemes and incuding appropriate assumptions for infation and risk. Loca contributions are ony incuded where they are secure. Proposed measures are financiay sustainabe, with no assumption of ongoing DfT funding after the LSTF funding period, and ony minima ongoing financia support from Surrey County Counci. Cost estimates 5.2 To estimate costs we have ooked at costs of simiar projects that have aready been successfuy impemented, obtaining suppier quotations where possibe within the time avaiabe, or using rates suppied by existing contractors. In many cases the proposed measures have aready been progressed through initia feasibiity and design stages, resuting in increased understanding of, and confidence in, ikey costs. Appropriate assumptions have aso been made for the financia impacts of infation and risk. 5.3 Cost estimates are outined at this stage and wi be refined as schemes are progressed through design and procurement phases. Estimates incude a provision for risk. However in some cases it may sti be necessary to make amendments to proposed schemes and programmes in order to accommodate changes in costs, and DfT wi be consuted where this is the case. Guidford park & ride initia infrastructure costs for the park & ride site are based on the Merrow park & ride scheme recenty competed. Land at the proposed site is owned by Surrey University and panning conditions make this and avaiabe to Surrey County Counci for a park and ride at no cost. The estimated scheme cost incudes provision to support bus services for up to 18 months. Sheerwater corridor improvement estimates have been deveoped in conjunction with Woking Borough Counci and its externay appointed transport advisors. Redhi town centre variabe message signing estimates are based on simiar schemes that have aready been successfuy impemented in Guidford & Woking. Bus priority and corridor improvements costs are based on comparabe schemes successfuy impemented esewhere in Surrey, e.g. the A23 Horey to Redhi quaity bus corridor, Arriva route 91 in Woking and Stagecoach route 1 in Camberey. The proposed measures are expected to resut in additiona investment by bus operators, incuding new and improved vehices and additiona commercia bus services. As these additiona contributions are not guaranteed they are not refected in oca contribution totas. Waking & cycing improvements estimates are based on simiar schemes undertaken esewhere, incuding the Cyce Woking project. Information, trave panning & marketing cost estimates are drawn from a number of sources incuding simiar projects aready operating, and in some cases suppier quotations. 5.4 Infation existing highways and transport contracts are argey inked to RPIX, which is currenty 5%. However the Bank of Engand s November 2011 Infation Report acknowedges that current infation eves refect increases in VAT, energy and import prices over the past 12 months, the impact of which is expected to dissipate during The Bank of Engand s forecast infation at the end of 2014 remains 2%. In addition, Surrey County Counci s procurement and commissioning team has 168 TRAVELSMART

165 5 successfuy sought to restrict infationary increases in existing contracts to beow RPIX. Taking these factors into account an infation assumption of 3% per annum has been incuded in cost estimates. 5.5 Risk a number of steps have been taken to reduce financia risks, e.g. use of existing contracts where possibe giving a degree of price certainty, many of the measures proposed have been successfuy deivered esewhere in Surrey, and many measures have aready progressed through initia feasibiity and design stages. However there is sti risk of cost escaation, e.g. through further infationary pressures, variations where costs remain subject to a competitive process, and unforeseen costs when construction commences. In recognition of this a standard risk aowance of 10% has been appied to most costs, which is based on experience across a range of other successfuy impemented schemes. Exceptions incude the Sheerwater corridor improvement and Manor Park park & ride scheme. Trave SMART expenditure on the Sheerwater corridor improvement is expected to be capped at 1 miion, with Woking Borough Counci meeting the remainder of the cost and risks. A risk factor of 20% has been appied to Manor Park park & ride scheme. Athough initia design work has been carried out, this scheme utiises non-highway and which is considered to be an additiona risk. Surrey County Counci s approach to risk management is expained in more detai in sections 6.35 to 6.41 of the management case. Loca contribution 5.6 Genera oca contributions have been cassified as either secure or anticipated. Secure contributions are those where Surrey County Counci or a borough or district counci is aready in receipt of funding, or where a partner has made a written commitment to provide funding. Secure contributions totaing 4.4 miion are expected over the ife of the project, ceary demonstrating oca commitment and support. Loca contributions represent a contribution toward the cost of measures incuded in this bid, rather than compementary works aready being impemented. 5.7 Source of contributions the tabe beow summarises the source of secure oca contributions by sector. The majority of the oca contribution reates to Woking Borough Counci s funding of the Sheerwater corridor improvement and S106 monies aready hed by oca authorities in Surrey. Where other organisations are providing oca contributions written agreements are in pace. Source of secure oca contributions miion Loca authority deveoper contributions 1.2 Loca authority other 3.0 Private sector transport operators 0.2 Tota 4.4 TRAVELSMART 169

166 Cost breakdown 5.8 Genera the foowing tabes provide a detaied cost breakdown showing the cost of each package eement and town, separatey identifying oca contributions, DfT capita and revenue, and aowances for infation and risk. Tota DfT funding of 16 miion is requested, with secure oca contributions totaing 4.4 miion (excuding key component). Trave SMART - finance case tabe Town - summary '000s 2012/ / /15 Tota Sheerwater corridor improvement* / Park & Ride / Traffic management (VMS) DfT revenue DfT capita 2,000 2, ,250 Loca contribution** 500 1,000 1,500 3,000 Tota 2,500 4,000 2,250 8,750 Bus priority and corridor improvements DfT revenue DfT capita ,010 2,470 Loca contribution Tota 585 1,200 1,205 2,990 Waking and cycing DfT revenue DfT capita ,330 Loca contribution ,264 Tota ,062 2,594 Information, trave panning and marketing DfT revenue 2,058 1,549 1,343 4,950 DfT capita ,150 Loca contribution Tota 2,658 1,824 1,618 6,100 Key component (aready funded) DfT revenue ,140 DfT capita ,380 Loca contribution 1, ,610 Tota 2,500 1, ,130 Totas Tota package cost (entire project) 7,049 7,529 4,942 19,520 Tota revenue (entire project) 2,778 2,729 2,433 7,940 Tota capita (entire project) 4,271 4,800 2,509 11,580 Tota DfT funding requested (for this bid ony) 5,559 6,229 4,212 16,000 Tota oca contribution (incuding any contribution made to the key component bid) 1,885 2,106 2,053 6,044 Aowance for infation Cost of risks ,500 Note* - Sheerwater corridor improvement risk is with Woking Borough Counci. Note ** 4,500 oca contribution for hospita roundabout scheme shown in compementary measures for Guidford 170 TRAVELSMART

167 5 Trave SMART - finance case tabe Town - Woking '000s 2012/ / /15 Tota Sheerwater corridor improvement DfT revenue DfT capita ,000 Loca contribution 500 1,000 1,500 3,000 Tota 500 1,500 2,000 4,000 Bus priority and corridor improvements DfT revenue DfT capita Loca contribution Tota Waking and cycing DfT revenue DfT capita Loca contribution Tota Information, trave panning and marketing DfT revenue DfT capita Loca contribution Tota Totas 1,506 2,172 2,736 6,414 Tota DfT funding requested (for this bid ony) 851 1,066 1,201 3,118 Tota revenue (entire project) Tota capita (entire project) ,238 Tota oca contribution 655 1,106 1,535 3,296 Note - Does not incude key component as some measures countywide. TRAVELSMART 171

168 Trave SMART - finance case tabe Town - Guidford '000s 2012/ / /15 Tota Park & Ride DfT revenue DfT capita 2,000 2, ,000 Loca contribution* Tota 2,000 2, ,500 Bus priority and corridor improvements DfT revenue DfT capita ,410 Loca contribution Tota ,670 Waking and cycing DfT revenue DfT capita Loca contribution Tota Information, trave panning and marketing DfT revenue ,685 DfT capita Loca contribution Tota ,060 Totas 3,577 3,760 1,829 9,166 Tota DfT funding requested (for this bid ony) 3,457 3,580 1,706 8,743 Tota revenue (entire project) ,385 Tota capita (entire project) 2,697 2, ,358 Tota oca contribution Note - Does not incude key component as some measures countywide. Note * - 4,500 oca contribution for hospita roundabout scheme (compementary measures) 172 TRAVELSMART

169 5 Trave SMART - finance case tabe Town - Redhi-Reigate '000s 2012/ / /15 Tota Traffic management (car park VMS) DfT revenue DfT capita Loca contribution Tota Bus priority and corridor improvements DfT revenue DfT capita Loca contribution Tota Waking and cycing DfT revenue DfT capita Loca contribution Tota ,054 Information, trave panning and marketing DfT revenue ,475 DfT capita Loca contribution Tota 1, ,050 Totas 1,351 1,933 1,570 4,854 Tota DfT funding requested (for this bid ony) 1,251 1,583 1,305 4,139 Tota revenue (entire project) ,535 Tota capita (entire project) ,604 Tota oca contribution Note - Does not incude key component as some measures countywide. TRAVELSMART 173

170 Financia sustainabiity 5.9 Genera Surrey County Counci is mindfu that measures impemented must be financiay viabe without ongoing DfT financia support and individua measures have been appraised and seected on that basis. Further measures are designed to minimise any additiona financia burden on the counci Guidford park & ride discussions with bus operators are ongoing to expore opportunities for operating services on a commercia basis, incuding meeting ongoing costs of operating and maintaining the park & ride site. It is anticipated that the park & ride service wi to a degree be integrated with existing commercia services, increasing the financia viabiity of the service. Additiona income coud be generated from parking at the site outside of park and ride operating hours. After initia support through the LSTF grant, it is expected that the proposed park & ride service wi operate on a commercia basis Sheerwater corridor improvement ongoing genera maintenance costs have been assessed as minima. Costs wi be met from Surrey County Counci s existing budgets Redhi town centre variabe message signing - ongoing genera maintenance costs have been assessed as minima. Costs wi be met from Surrey County Counci s existing budgets Bus priority and corridor improvements opportunities wi be taken to upgrade existing equipment using new technoogy, which is more cost effective to operate and maintain. Costs wi aso be shared with bus operators where possibe. For exampe it is anticipated that operators wi take financia responsibiity for rea time information equipment instaed on vehices. Additionay, bus use is expected to increase as a resut of improvements made, increasing the commercia viabiity of routes (e.g. to incude evenings and weekends) and reducing the cost to the counci Waking & cycing improvements ongoing maintenance costs are expected to be minima and wi be met from the authority s existing budgets Information, trave panning & marketing services such as training and advice wi be provided free of charge in year one, and at a subsidised rate in years two and three. A number of service deivery modes are being expored thereafter incuding continued provision of services by Surrey County Counci, provision through a community interest company, or through a commercia mode. Under each deivery mode foowing the initia investment, branding and marketing, services are expected to be sef-financing, e.g. through fees or use of vounteers. Section 151 Officer sign-off 5.16 As Section 151 Officer for Surrey County Counci I decare that the scheme cost estimates quoted in this bid are accurate to the best of my knowedge and that Surrey County Counci has the intention and the means to deiver this scheme on the basis of its proposed funding contribution above, as we as meeting any ongoing revenue requirements on the understanding that no further increase in DfT funding wi be considered beyond the contribution requested. Sheia Litte Chief Finance Officer and Deputy Director for Change & Efficiency 174 TRAVELSMART

171 MANAGEMENT MANAGEMENT CASE MANAGEMENT CASE CASE MANAGEMENT CASE

172 Introduction Aims 6.1 The Loca Transport Sustainabe Fund wi support the impementation of the Trave SMART programme and provide key infrastructure improvements to enabe managed economic growth in Surrey s primary economic market towns of Guidford, Woking & Redhi. Transport surveys have identified these town centres have exceeded maximum transport capacity, preventing additiona business from entering the area and deterring visits to key residentia areas. The Trave SMART programme wi enabe increased footfa and business investment in the oca economy. Objectives 6.2 A recent survey has identified congestion and ack of accessibe transport is preventing economic growth in three strategic ocations. The Trave SMART programme and associated infrastructure improvements wi: Reduce existing town centre car traffic through provision of a park and ride scheme. Provide improved access to the Sheerwater business park through construction of a new access road and corridor improvements. Improve pedestrian and cyce access to Redhi town from the primary train station. Invest in new bus, cyce and pedestrian corridors to improve reiabiity and safety in aternative trave soutions. Improve town centre signage and information points to improve oca transport panning and movement. Encourage communities and business to adopt sustainabe transport options through active engagement, pubic awareness campaigns and deveopment of targeted trave pans for business. Project management approach Successfu deivery 6.3 Surrey County Counci (SCC) has a significant and very successfu track record in deivering compex transport, environment and highway projects: Street ighting PFI Surrey County Counci was the first authority to achieve the PFI miestones to repace its 80,000 street ighting stock. Since March 2010, the county counci via it s partner Skanska has repaced over 30,000 coumns, which incuded working with oca districts to insta specia design coumns in conservation areas, a within the origina budget and programme agreed in Cyce Woking foowing DfT grant, the county counci worked with the oca cyce community to significanty improve access to sustainabe forms of transport. The project has so far deivered significant success by improving cycing usage, gained popuar support with oca cyce forums and has been deivered to time and programme. Pubic Vaue Reviews in 2010, the county counci embarked on a ean and efficiency review to remove waste and inefficiencies from front ine and support services. To date the project has deivered 22.7m in cashabe savings and its methodica project management approach has been commended by a number of externa bodies incuding the Cabinet Office and Treasury. Waton Bridge in 2009, foowing an exhaustive panning and consutation process, the county counci was awarded a 40m DfT grant to design and buid the first river crossing over the River Thames. The infrastructure is a hugey compex endeavour invoving arge suppy chain; road re-design; moving main oi pipeine & BT cabes feeding Heathrow Airport, and re-work to embankment and andscaping. The project is fuy on programme and is being deivered under budget due to tight cost and ongoing vaue engineering. Waste management working with partners, the county counci was the first county to recyce 50% of residentia waste and action pans are in pace to achieve 70% by This invoved a considerabe behavioura change exercise and effective consutation aongside operationa change and improvement. 176 TRAVELSMART

173 The process of monitoring and evauating the objectives is incuded in annex 2. This outines the panned systematic coection and anaysis of information in each of the three towns. The information coected wi be used to monitor each of the objectives in the strategic case and foow a process of evauation Project managers, using the mandatory project framework and quaity approach detaied in section 6.5, successfuy deiver key projects in-house. Project deivery is fuy supported through its externay recognised procurement and suppy chain management function, ensuring a contracts are deivered on time, to budget and to quaity specification. This tried and tested approach, detaied beow, wi be fuy depoyed to deiver the Trave SMART programme. Project management framework 6.5 The management of the deveopment and deivery of this project wi foow Surrey County s Counci s corporate project management framework. The framework has been deveoped in conjunction with the Association for Project Management (APM) and mandates cear project ifecyce, accountabiity, documentation and change contro: Phase Required documents Sign off accountabiity Anaysis/concept ascertain issues the project wi address and the benefits to the organisation, in order to determine vaue. Initiation - detaied panning to determine resources to ensure benefit reaisation. Deivery ensure project is running to time, cost and budget within strict change contro parameters and is deivering anticipated benefits. Cosure ensure that any deiverabes are integrated into business as usua and that benefits are continuay monitored. 1.Business case 2. Equaity Impact Assessment 3. Options anaysis 4. PESTLE / SWOT 5.Project initiation document 6. Risk and issue tracker 7.Benefit tracker 8. Stakehoder anaysis 9.Consutation and engagement tookit 10.Communications pan 11. Change contro 12. Project assurance documents 13. Infrastructure gateway contro 12 Agenda tempate 13. Actions tempate 14. Project cosure 15. Lessons earned Leve 4 Manager Leve 3 Manager Project Board Leve 3 Manager TRAVELSMART 177

174 The project management framework mandates that a projects have distinct roes and responsibiities, with cear segmentation of duties: Scrutiny - providing externa project review and chaenge. Project sponsor ensuring project deivers origina benefits and scope. Strategic direction & decision making - ensuring project benefits are reaised within budget, ensure risks and opportunities are managed and enforce change contro. Project contro and monitoring - managing project resources, documentation and programme to ensure project is fit for purpose. Project deivery - effective & robust resources sufficient to deiver programme objectives and benefits. This approach has been successfuy embedded since its introduction in 2009 and has been responsibe for deivering a number of significant SCC project successes. For exampe, the Pubic Vaue Reviews project. Infrastructure gateway process 6.6 As part of the SCC Environment and Infrastructure (E&I) project framework, a capita funded works are aso subject to the highway infrastructure gateway contro process; The gateway process recognises the importance of the panning phase in scheme deivery, and requires a senior manager to independenty approve each stage of the process. It mandates that cost and risk can ony be effectivey controed though a rigorous panning phase and deiberatey forces project managers to fuy assess the schemes viabiity with a partners and stakehoders prior to instigating site work. The gateway process embraces a cuture of vaue engineering and eary contractor invovement, ensuring that a opportunities for cost and risk mitigation are fuy expoited. This enabes gateway four to focus on cost and quaity contro, removing unexpected deays and confrontation. The gateway process is fuy embedded and used to great effect on a E&I infrastructure projects, incuding Waton Bridge (a 40m DfT funded scheme) and a 16m major maintenance programme for highways. Project skis & review 6.7 A the county counci s project managers are expected to achieve the APMP Dipoma in Project Management. Deivered by the Institute of Project Management it provides an understanding a of project management concepts, techniques and processes. In tandem, junior project managers and support officers are aso encouraged to achieve the Certificate in Project Management. Foowing certification, project managers are supported by the county counci s Performance and Change Team (PCT), who provide best practice user groups; externa speakers, specific project advice and continuay review project tempates and processes to ensure they meet best practice and ean guideines. The PCT can aso, if necessary, provide externa audit and intervention. 178 TRAVELSMART

175 Quaity management framework The Surrey Way 6.8 In addition to adhering to the project management framework and gateway process, the Trave SMART programme wi be subject to the E&I quaity management framework - The Surrey Way. This ensures that a E&I projects are commissioned and deivered for the benefit of Surrey residents and managed as one team throughout the business It mandates that project managers must consut and consider potentia impacts on a service departments, ensuring strategy, commissioning and deivery bodies are fuy aigned to the same goa without any unintentiona consequences. Utiising customer insight and engagement, The Surrey Way embeds the voice of the community and customer needs at the heart of any potentia change programme The directorates commitment to interna and externa consideration is continuay monitored and reviewed by the director and directorate management team, and is reinforced through continua cutura workshops and communications Contract management 6.11 A E&I strategic contracts have a dedicated contract manager to ensure adherence to KPI s; contractua conditions and to continuay deiver improved efficiencies. The centraised procurement and commissioning department provides dedicated suppy chain management advice and tookits to support project managers. This incudes attending quartery contract management reviews to share best practice and coective areas of improvement A contract managers are required to attend the contract management course, which focuses on reationship management and in maintaining and improving good performance. Contract managers are monitored to ensure they fuy understand the contractua terms and suppier expectations. The county counci aso encourages a poicy of suppier and cient co-ocation, for exampe, the highways management team and highways contractor (May Gurney) are based in the same management office, this supports cross working and reduces deays in communication. The counci is aso committed to contract transparency and therefore seeks to pubish KPI and performance data in the pubic domain to expose areas of faiure and highight success. Quaity assurance and business case approva 6.13 Prior to the impementation of the LSTF governance mode advised in 3.1, the business case is required to be approved by six separate bodies to determine affordabiity, quaity assurance and return on investment (ROI) before impementation: Stage Approva body Approva roe 1 E&I DMT Approve business case feasibiity-aignment with directorate objectives, project resources & funding restrictions. 2 LSTF steering group Approve strategic need, economic case, governance and meets needs of residents and business. 3 Procurement review group Approve commercia case ensuring project represents vaue for money and route to market. 4 SCC investment pane Approve SCC funding contribution and cashfow projections. 5 Cabinet Approve business case meets wider counci objectives. 6 Department for Transport Consider business case and approve/reject funding. TRAVELSMART 179

176 6.14 Foowing approva of stage six, the business case and project detaied design wi be required to be re-submitted to stage 1 5. This wi confirm any required amendments foowing Department for Transport approva and any change in circumstance as a resut of further consutation since the previous submission At stage six, the DfT approva wi be repaced by oca committee approva (Guidford, Reigate & Banstead and Woking) to confirm the specific project pan for their area and approva for ocaised design impact Foowing oca committee approva, the project wi move to construction and impementation stage, and wi be monitored through a governance mode. To enabe considered and robust decisions to be made, there is considerabe scrutiny and consutation buit in to the decision making process, post contract award. This diagram beow describes the reporting process estabished to ensure progress is monitored and any changes are identified and approved through the reevant process. Cabinet Environment & Transport Seect Committee Transport for Surrey Transport For Guidford Transport for Woking Redhi Regeneration Forum Steering group Loca committees x 3 Loca Committees Task group x 3 Deivery team Residents Businesses Consuted/ informed Decisions Approvas process Deivery team The deivery team consists of the workstreams deivering the Trave SMART programme. It has aready invoved consutation with businesses and residents and this wi continue during the deivery of the schemes. This wi hep vaidate them to ensure they are fit for purpose and address the issues currenty facing residents and businesses. Steering group The steering group are key decision makers for the project and provide approvas to the project deivery team. 180 TRAVELSMART

177 Loca committee and task groups Loca committee task groups have been estabished for each town. The purpose of the task groups is to provide a eve of scrutiny to the proposas and pans. The task groups wi then report to the oca committees to hep inform and recommend the decision making process at this eve. The oca committees are responsibe for approving the individua oca schemes, and wi approve updates to the schemes on an annua basis. 6 Transport for Surrey, Transport for Woking, Transport for Guidford, Redhi Regeneration Forum These forums have been estabished and incude members and officers from both the district and borough councis and the county counci, transport operators (bus / rai), oca business representatives and town centre management. Cabinet and Environment & Transport Seect Committee The SCC Environment and Transport Seect Committee wi scrutinise the proposas and provide recommendations to the SCC Cabinet. The Cabinet has responsibiity to approve the proposas on behaf of the counci. Governance and reporting Overview 6.17 The foowing governance and resource mode has been deveoped to deiver and manage the Trave SMART programme. The governance mode is fuy compaint with principes and requirements of the project framework detaied in 1.0. An overview of the LSTF governance mode is provided at 6.16, with further detai provided beow. Trave SMART Project governance Transport forums Loca task groups Scrutiny Monitor Critica success pan Benef it reaisation pan Risk register Trave SMART project steering group Monitor & direct project deivery Direct Strategic direction Funding Communications pan Trave SMART Programme Manager Project manager Contro Deiver Infrastructure improvements Project manager Behaviour change Project manager Transport panning Project manager Campaign communications officer Supported by ad-hoc project teams TRAVELSMART 181

178 Project sponsor 6.18 The Assistant Director for Economy wi be accountabe as project sponsor. The project sponsor wi chair a quartery review meeting with project steering group members and wi be custodian of the benefits reaisation pan (see annex 1). Agreed prior to deivery, the benefit reaisation pan and register wi ceary detai the reationship between project actions and proposed benefits. The project sponsor wi independenty monitor benefit tracker s aignment with the project programme, preventing project creep, testing that actions and resources continue to focus on deivering pre-agreed objectives. Project steering group 6.19 The project steering group has been estabished, and consists of ten permanent members, see tabe beow. The steering group meets monthy and has three distinct functions: Provide strategic direction - ensuring project continues to refect oca, strategic and nationa objectives, whie maintaining a cohesive vision and objective for project. Provide decisions ensure option anaysis is considered and actioned. Approve project monitoring reports ensuring project risks are mitigated; project critica path maintained; resources sufficient for deivery and where necessary taking specific action to resove escaated areas of concern. Approve communication and engagement pans ensure project continues to engage with wider community through media; forma events and stakehoder management. Roe Assistant Director Economy (Project Sponsor, Chair) SCC Cabinet Portfoio Hoder - Transport Group Manager - Projects Group Manager Transport and Trave Panning Group Manager - Strategy Sustainabiity Team Manager Trave SMART Programme Manager Woking Chief Executive Guidford Chief Executive Reigate & Redhi Chief Executive Responsibiity Ensure project deivers objectives within agreed time/budget. Aign strategic aims to needs of oca economic partnership. Report to seect committee for externa project scrutiny. Provide democratic accountabiity to ensure project refects county counci priorities and wider strategic goas. Responsibe for infrastructure deivery, suppy chain management and providing commercia expertise to project deivery. Responsibe for deivery of transport panning and ensuring project is aigned to wider transport strategy. Responsibe for ensuring project continues to meet needs of oca business and economy, and aigned to wider economic strategy. Responsibe for deivery of behavioura change and providing expertise on sustainabiity and community engagement. Responsibe for day-to-day deivery of project; managing risk register; communications pan and ensuring board is fuy aware of project successes and areas requiring action/direction. Ensures project meets pace and ocaism objectives of oca community and deivers project egacy benefits to wider community. Ensures project meets pace and ocaism objectives of oca community and deivers project egacy benefits to wider community. Ensures project meets pace and ocaism objectives of oca community and deivers project egacy benefits to wider community. 182 TRAVELSMART

179 Project Scrutiny Committee 6.20 The project sponsor wi provide a quartery report to the Environment & Transport Seect Committee detaiing overview of budget, deivery of programme miestones; risk management and deivery of project objectives. The committee wi provide externa scrutiny and accountabiity, and where necessary, has authority to request further project documentation and make specific recommendations for improved governance or project contro The project sponsor wi aso ensure that oca area task groups and Transport for Guiford, Transport for Woking and Transport for Reigate are fuy engaged and provided with every opportunity to chaenge and scrutinise the project throughout its ife cyce. Project deivery team 6.22 The project wi be ed by a dedicated fu time Trave SMART programme manager. Foowing Department for Transport approva of the scheme, the county counci wi advertise a three year fixed contract to specificay deiver the project business case. The programme manager wi report directy to the group manager for strategy and wi be accountabe to the project steering group to ensure project benefits are reaised and effective contros and resource in pace to ensure effective deivery The programme manager wi be supported by a dedicated project officer and actions wi be deivered through three project managers: Infrastructure project manager responsibe for ensuring schemes are designed, priced and deivered through externa suppy chain partner May Gurney Pc. Behaviour change project manager responsibe for deveoping and impementing community education/awareness programme to encourage change in behaviour and improving access to transport information. Transport panning project manager responsibe for working with transport providers to deiver improved passenger transport The project managers wi be managed by the programme manager via matrix management, and wi be seconded from within existing Environment & Infrastructure teams, with 50% of their time dedicated to project deivery. The matrix stye of management wi reduce overa costs to the project and ensure that there are direct inks to impacted departments, aowing the project to benefit from knowedge aready avaiabe within the directorate The project team wi aso have access to a dedicated campaign communications officer based within the existing county counci communication department. The communications officer wi support the deveopment of the communications pan The programme manager wi be responsibe for working with interna departments (procurement, ega, finance, IT) to provide necessary project support, and wi be responsibe to creating sub-project teams to support specific actions. For exampe, two highway design engineers wi be recruited for a 12-month period to support the infrastructure project manager in deivering the detaied design. Project contro documents 6.27 The effective deivery of the Trave SMART programme wi be maintained through the strict enforcement and maintenance of the foowing project toos: TRAVELSMART 183

180 CONTROL Documents Project programme maintained in rea time via change contro on MS Project, identifying project inter-dependencies and required sequence. Critica success path summary of project programme advising required strategic miestones which are essentia to project deivery see 3.2. Risk register to identify, mitigate and remove risks reating to resources and specific obstaces see 4.1. Budget monitoring to ensure budget contro and monitoring. Benefits register pre-agreed SMART objectives of Trave SMART programme, with direct inkages to programme and resources, tested quartery by project sponsor see 5.1. Change contro to ensure a changes are assessed in context of the wider programme. REPORT Documents Fash report provided weeky by project managers to the programme manager to advise progress against agreed activities. Programme report provided monthy to steering group advising project successes; risks and strategy. Scrutiny report provided quartery to externa scrutiny group advising progress against miestones; key risks. ENGAGEMENT Documents Stakehoder management pan ensuring a reevant parties and individuas are effectivey engaged throughout ife of project see 4.1. Communication pan managing interna and externa communications see 4.2. Project Panning Project programme 6.28 The project wi be deivered in four phases: Consutation and detaied design incuding working with the oca task groups to finaise the detaied pans for each town. The oca committees wi then approve the detaied pans in March Procurement and panning appication (if needed) this is reevant to the Guiford park and ride and the Sheerwater corridor improvement. Work on the panning appications has aready begun and wi be further deveoped during the first six months of the year. This is to ensure approvas are secured by the summer and work can start as soon as possibe foowing a successfu bid. The procurement process wi aso start in January with the issue of the prior information notice (PIN). This wi ensure that preferred bidders are identified by June 2012, ready to be seected foowing the confirmation of a successfu bid. Communicate prior to, during and after the construction period for a schemes there wi be a eve of communication to the oca community to promote and market the schemes. Construction and impementation this wi incude the construction of the infrastructure schemes and impementation of the information, trave panning and marketing measures. 184 TRAVELSMART

181 A critica success pan (see annex 4) has been created to identify the key miestones and phases within each phase. Foowing submission of the bid, the detaied integrated project pan wi be finaised and work packages wi be broken down into individua activities; with timescae; with aocated resources and independencies ceary dispayed The programme wi be owned by the Trave SMART programme manager and wi be maintained through effective change contro procedures, ensuing that consequences of change are fuy understood by a parties. Critica success pan 6.31 The county counci s project framework recognises that athough the project programme is essentia to day to day contro, its intricate detai is not appropriate for the project steering group to effectivey monitor the programme The critica success pan therefore confirms the key project miestones which need to be achieved throughout the deveopment and deivery of the project. Change contro 6.33 It is recognised that any successfu project is dependent upon change, however, change must be controed and managed. The programme manager wi maintain an effective change contro process Any changes to the critica success pan wi be referred to project steering group, to ensure that tactica and operationa changes do not prevent deivery of wider project objectives. Risk management strategy Risk management 6.35 Two types of risk wi be identified for the Trave SMART programme: Strategic Risks Operationa Risks A key risk which woud prevent project deivery. These wi be monitored by the project steering group and a fu mitigation and risk management pan wi be in pace. Risks which woud impact the project budget, deivery timescaes or resources. These wi be managed by the programme manager and the top five wi be reported to project steering group, with cear actions to mitigate any impact Risks wi be captured on the project register, see annex 3, with current risks identified. Each risk wi be scored based on its inherent risk (risk at identification) and its residua risk (score foowing mitigating action). The risk impact and ikeihood of impact wi aso be fuy cacuated High eve risks wi be escaated to the steering group. A risks wi be reported to the deivery team reguar meetings For infrastructure schemes, the county counci wi maintain a programming and design risk. However, foowing approva of gateway three, under the agreed contract, construction risk wi be transferred to the contractor, May Gurney. Any deays caused during deivery or through poor workmanship wi be at their cost and risk. Issue management 6.39 An issues register wi be maintained by the programme manager, this wi highight key engagement or dependencies which if not addressed coud be risks to the project. The issues register wi be created during the project panning and consutation phase. TRAVELSMART 185

182 Dependencies 6.40 A project dependencies wi be fuy understood and managed and are divided into deveopment and construction stages: Deveopment stage Deivery of the consutation process with residents and oca counciors to enabe fina detais of schemes to be agreed. The business case for each scheme needs to consider the oca town strategy, to ensure it adds vaue to existing panning proposas and deveoper funding. Procurement of suppier to deiver park and ride and Sheerwater corridor improvement. Construction stage: Panning permission approva for Guidford park and ride scheme. Deveopment of hospita roundabout must be compete prior to the opening of Guidford park and ride scheme (December 2013). Cearance of and for Sheerwater corridor improvement. Oympic route network and cyce race route wi impact on Woking and Guidford area, so any construction wi need to be schedued for after the London 2012 Games. Contingency Pan 6.41 The project benefits detaied in annex 1, have been identified as key success factors. Two contingency pans have been deveoped, to compensate if critica risks materiaise: Bid for funding is unsuccessfu the county counci woud seek to deiver the project through aternative funding, e.g CIL or grant funding. Athough it wi take onger to reaise the benefits, the project is seen as critica for oca growth so wi proceed. Park and ride panning permission if panning permission is not given by Guidford Borough Counci, the county counci woud investigate securing agreements with one or two arge supermarkets, to provide muti-eve spaces in existing car park areas. Athough this woud not deiver the target of 550 spaces and ocations woud be ess convenient, this wi achieve the overa scheme objectives. Stakehoder management and communications Stakehoder mapping 6.42 A stakehoder management pan (SMP) has been deveoped and has four objectives: 1. Invove peope in the decision making process for capita and revenue investment. 2. Ensure economic expertise informs the programme. 3. Ensure the package of measures is we received, used, appropriate and reevant. 4. Maximise everage of other existing activities and pans. The SMP wi focus on the areas that have been agreed for the Trave SMART programme, athough eements of the work wi be countywide. Stakehoders have been categorised into three types of audience: 186 TRAVELSMART

183 Businesses 1. Large empoyers (pubic and private sector) 2. SMEs 3. Sma businesses 4. Retaiers/town centres 6 Residents 1. Empoyees 2. Areas of deprivation 3. Job seekers 4. NEETs 5. Shoppers/peope accessing services Key stakehoders groups 1. Loca members and MPs 2. Borough and district councis 3. Economic deveopment 4. Town centre management 5. Transport engineers 6. Cycing organisations 7. Waking organisations 8. Transport operators 9. University 10. Heath sector 6.43 It is recognised that each audience type wi be interested in different aspects and impacts of the project and their abiity to infuence the project wi vary significanty. Foowing identification of audience types, a mapping exercise was undertaken to identify a stakehoders Before the Trave SMART Programme is deivered an pan wi be deveoped for each audience type and then monitored by the project steering group. Stakehoder engagement pans 6.45 The engagement and support of oca business and residents is seen as critica to the deivery of the Trave SMART Programme. A business engagement pan and resident engagement pan wi be maintained to ensure oca businesses and forums are identified and engaged through a variety of methods throughout the process. The engagement pans wi: Consut with stakehoders to understand their concerns, needs and requirements. Inform stakehoders of our proposas, the effects of the work on the community and aert them to potentia disruption. Keep stakehoders informed of progress and expain in good time any ikey variations to the origina proposa. Provide specific proposa on obtaining and using feedback. The engagement pans wi be continuay reviewed to ensure we meet the requirements of our residents and that we achieve the project benefits. TRAVELSMART 187

184 Communications Pan 6.46 Evidence suggests that communication was centra to the work of the three towns that carried out smarter choice programmes and a number of good practice guideines are suggested in the research report on the work These have been used to hep deveop an outine of communications activity that wi support the Trave SMART programme in Surrey, aong with earnings from other behaviour change campaigns carried out in the county. Most reevant is the communications work to support Drive SMART, a joint initiative deveoped by Surrey County Counci and Surrey Poice to tacke anti-socia driving and promote road safety, and a simiar approach is proposed. Aim Stimuate a change in behaviour that resuts in residents and businesses making smarter trave choices. Objectives Highight the benefits of making smarter trave choices, ie cutting carbon, caories and cost. Create awareness of specific measures that are introduced to hep peope make smarter trave choices. Signpost peope to the information and advice that is avaiabe. Audiences A residents and businesses in the three Surrey towns wi be targeted with the broad campaign messages. Segmented audiences wi be identified as appropriate to communicate about specific measures. Approach 6.48 The first step for Trave SMART communications is the creation of a cear brand with a strong oca identity. This has aready been done to support the key component work. A number of branding options were deveoped and tested with residents in the three areas where the Trave SMART programme wi be impemented. As a resut the foowing brand identity has been adopted with versions avaiabe for each oca town: 6.49 The next stage wi be to undertake research with the target audience to gain insight into current behaviours and attitudes to sustainabe trave. This wi be done using a combination of desk research, focus groups, Mosaic and an awareness survey. 188 TRAVELSMART

185 6.50 Resuts of the research wi be used to deveop campaign messages and a detaied tactica pan. However from previous earnings it is anticipated that the pan wi consist of two eements: 6 1. An annua programme of three to four awareness-raising campaigns that highight the benefits of choosing sustainabe trave options in a reativey ight-hearted way. This ensures a pu rather than push approach, ie providing positive reasons why peope shoud opt for smarter trave choices rather than teing them what to do. 2. An ongoing programme of communications activity to maintain interest and awareness, as we as support the introduction of specific measures in each town. This ensures Trave SMART remains top of mind throughout the year and that peope are aware of the toos avaiabe to hep them make smarter trave choices The awareness-raising programme wi incude an initia campaign to promote Trave SMART Week, with pre promotion to encourage peope to take action and adopt one smarter trave measure during the week. This woud then be repeated at the same time each year Other campaigns wi focus on a particuar smarter trave choice such as cycing, waking or using pubic transport. Campaign eements are ikey to incude: Advertising on oca radio, bus backs, biboards, bus sheters, magazines and websites. Media reations to generate editoria news, features and interviews highighting the campaign messages across a oca media. Pubicity materias incuding posters and eafets widey distributed through outets incuding ibraries, eisure centres, counci offices, community centres, shops and heath centres. Promotion of specific chaenges associated with each campaign, ie Trave SMART Cyce Chaenge The ongoing communications programme coud incude a wide range of eements such as: Promotion of a dedicated Trave SMART website that provides rea time trave information, interactive mapping and advice on smarter trave choices. Reguar media stories highighting successes of the programme, case studies and new measures introduced. Promotion of oca activity to support reated nationa initiatives such as Nationa Bike Week, Wak to Schoo Week. Introduction and promotion of a Trave SMART oyaty scheme that offers a reguar newsetter, discounts, promotions, competitions etc. Promotion of awards scheme to recognise businesses that have initiated trave pans. Socia media activity incuding a Trave SMART Twitter feed and Facebook page for each town. Pubicity and marketing materias to support the introduction of specific measures such as the community transport schemes, new cyce paths, Brompton docks, wayfinding mapping etc. Tie in with reated county initiatives such as Drive SMART and the Oympic cycing egacy campaign. Evauation 6.54 A range of measures wi be used to evauate the success of the communications work incuding: Independent campaign evauation to assess awareness, impact and behaviour change. Hits to website. Media coverage. Number of sign ups to oyaty scheme. Socia media foowers. TRAVELSMART 189

186 Annex 1: Benefits reaisation pan Benefit Owner Target Method of measurement Timing of measurement Fewer businesses reocate away from the area because of transport issues Project sponsor To be determined A survey of a representative sampe of businesses (a cohort to understand the direction of perception) Baseined in February 2012 Monitored annuay Transport issues decrease for those businesses who are ocated in the area and not ikey to reocate away Project sponsor To be determined A survey of a representative sampe of businesses (a cohort to understand the direction of perception) Baseined in February 2012 Monitored annuay More businesses ocate to the area Project sponsor To be determined Monitoring of oca authority business rate data Post-project review Increased bus patronage Project sponsor Overa increase of 2.4% bus patronage on key routes Patronage figures suppied by operators Reaised beyond the programme Increased accessibiity from more deprived areas to empoyment areas Project sponsor To be determined A representative survey of the target group Annuay Increased accessibiity to town centres by cyce Project sponsor To be determined Accessibiity modeing to be done post bid Post-project review More commuting by foot and cyce Project sponsor To be determined Mode of transport surveys at seected workpaces Baseined in February 2012 Monitored annuay 190 TRAVELSMART

187 6 Benefit Owner Target Method of measurement Timing of measurement Reduced carbon emissions Project sponsor A reduction of up to 3% in the number of tonnes of CO2 per annum per main route Dft Carbon Too and AADT fows and average speeds coected from Automatic Traffic Counts Baseined in February 2012 Monitored annuay Increase in journey time reiabiity Project sponsor Target to be derived foowing anaysis of Trafficmaster DfT suppied Trafficmaster data Post-project review Fue saving Project sponsor To be determined Data from course providers Annuay Improved town centre access for the mobiity-impaired Project sponsor To be determined Participative accessibiity audit Baseined in February 2012 Monitored annuay Residents participate in transport decision-making Project sponsor To be determined Register of the number of individuas and groups on the scheme Baseined in February 2012 Monitored annuay TRAVELSMART 191

188 Annex 2: Monitoring and evauation scoping Introduction The aim of the Trave SMART programme is to increase the competitiveness of Surrey s economy, which wi be judged by our abiity to attract and retain estabished and growing businesses. The monitoring schedues that foow set out the panned coection and anaysis of information in each of the three towns. This wi be used to monitor the objectives of the strategic case. The evauation wi be undertaken as foows: 1. Standard DfT transport appraisa methodoogy / webtaginformation. 2. Participative formative evauation, using the rapid improvement event methodoogy deveoped by Surrey County Counci. Baseine and monitoring design It is proposed to produce a detaied technica reference setting out methods of monitoring and to coect fu baseine data in spring We wi tacke confounding factors that may skew the resuts: 1. Some of the major infrastructure components wi not be impemented unti towards the end of the bid period. However, if our engagement processes are effective, it may be that peope s confidence that issues wi be tacked wi rise before impementation. 2. There are many factors that affect economic competitiveness and peope s confidence in the economic outook, so we need to separate associations from causa reationships when monitoring and evauating the impacts of interventions. Formative participative evauation The Trave SMART Programme is based on engagement with target groups such as empoyers and residents in areas of deprivation. We have consuted with key users groups to confirm that our approach to evauation is meaningfu and contributes to oca business inteigence and competitiveness. The evauation wi be undertaken in the same way so as we being formative, it wi be participative. We wi ensure that the evauation adheres to the principes of ean management so that participants time and energy is used efficienty and effectivey. Evauation methodoogy An annua cyce of evauation is proposed. It wi be undertaken through estabished stakehoder groups and a number of focus groups formed of peope from target audiences. The findings wi be compied into a report and recommendation produced by an independent evauator. The genera format of the groups wi be to answer the foowing questions: 1) Participants wi be asked to review the interventions: What were the initia objectives? What actuay happened? Do the inputs (in money and time) justify the outputs? Was the initiative we conceived? 2) Participants wi be asked to make an anaysis of what has changed from their own point of view: Who benefited? Who didn t? 3) An anaysis of essons for the future: What has been earned? How shoud on-going pans be atered? How coud stakehoders have greater input, invovement and infuence over future activities? 192 TRAVELSMART

189 6 Guidford monitoring Strategic case issue Objective Indicator Indicator type, coection too, frequency The extent to which transport barriers in the town present major barriers to economic growth. Greater proportion of empoyers who beieve that transport issues are no onger a major barrier. Change in extent to which a representative* sampe of businesses (a cohort to understand the direction of perception) judge that transport barriers inhibits their competitiveness. Quaitative, survey, every six months. The extent to which transport barriers in the town present major barriers to economic growth. The extent to which transport barriers in the town present major barriers to economic growth. Reduce the number of businesses considering reocating away from the area primariy due to transport probems. Reduce the extent to which transport barriers prevent businesses reocating into the town. *This wi incude identifying businesses that have a greater propensity to reocate. a) Change in number of businesses reocating away from the area due to transport barriers b) change in number of businesses moving into the area who rank transport barriers as a ess important issue. Change in reveopments/ reocations in the area foregone due to transport barriers. Loca authority data, annua. Quaitative, data from commercia estate agents and prepanning negotiations with deveopment contro, annua. TRAVELSMART 193

190 Guidford monitoring Strategic case issue Objective Indicator Indicator type, coection too, frequency Congestion. Reduce congestion in access to research park, Syfied and gyratory system. Change in journey time/queue engths. Quantitative, traffic surveys, annua. Poor pubic transport accessibiity. Improve inks between rai station, town centre and empoyment areas. Change in journey times by non-car modes aong seected routes. Quantitative, recorded observation, annua. Severance makes journeys of 2 to 4 mies difficut. Remove identified severances for non-car modes aong A3 and between town centre, raiway station and business areas. Change in journey times by non-car modes aong seected routes identified as having severance probems. Quantitative, recorded observation, annua. Need to increase town centre footfa without increasing car parking capacity. Improve town centre access for pedestrians, cycists and pubic transport users. Change in proportion of peope arriving in town centre by different modes of transport. Quantitative, sampe surveys, annua. Areas with more unempoyment have ower car ownership and/or transport costs are a much arger percentage of income, restricting access to empoyment. Improve access for pedestrians, cycists and pubic transport users between Westborough and empoyment areas. Change in proportion of residents in those areas who fee non-car access to empoyment has improved and that cost of access to empoyment does not significanty adversey impact on their standard of iving. Quaitative, oneon-one interview, annua. 194 TRAVELSMART

191 6 Guidford monitoring Strategic case issue Objective Indicator Indicator type, coection too, frequency Need to reduce carbon emissions. Residents and empoyees change to ow-carbon trave as resut of the interventions. Change in proportion of peope in a sampe who use owercarbon trave methods for seected journeys. Quantitative, structured questionnaires, annua. Casuaties. Reduce the number of casuaties. Trend in poicereported casuaties; individua casuaty ocations. Quantitative, stats19. Quartery. Access for the mobiity-impaired. Make town centre fuy accessibe. Participative accessibiity audit. Quaitative, recorded observation, annua. TRAVELSMART 195

192 Woking monitoring Strategic case issue Objective Indicator Indicator type, coection too, frequency Woking cyce network not competed. Compete a outstanding inks to maximize cyce accessibiity in the town. Change in proportion of popuation within 5 minutes cyce of designated network. Quantitative, GIS anaysis, annua. Congestion. Areas with more unempoyment have ower car ownership and/or transport costs are a much arger percentage of income, restricting access to empoyment. Need to reduce carbon emissions. Reduce congestion in Sheerwater business area, A320 corridor, Brookands and between Knaphi and Brookwood. Improve access for pedestrians, cycists and pubic transport users between Westborough and empoyment areas. Residents and empoyees change to ow-carbon trave as resut of the interventions. Change in journey time/queue engths. Change in proportion of residents in those areas who fee noncar access to empoyment has improved and that cost of access to empoyment does not significanty adversey impact on their standard of iving. Change in proportion of peope in a sampe who use ower-carbon trave methods for seected journeys. Quantitative, traffic surveys, annua. Quaitative, one-to-one interviews, annua. Quantitative, structured questionnaires, annua. Casuaties. Reduce the number of casuaties. Trend in poicereported casuaties; individua casuaty ocations. Quantitative, stats19, quartery. Access for the mobiity-impaired. Make town centre fuy accessibe. Participative accessibiity audit. Quaitative, recorded observation, annua. 196 TRAVELSMART

193 6 Redhi monitoring Strategic case issue Objective Indicator Indicator type Poor waking and cycing environment at raiway station decreases the attractiveness of pubic transport. Upgrade the environment, reduce pedestrian congestion at crossing and improve access for those with mobiity impairments. Change in eve of user satisfaction with their environment. Quaitative, Structured questionnaires, annua. Poor access between Redhi and Reigate town centres and empoyments areas by bus and cyce. Improve access between Redhi and Reigate town centres by bus and cyce. Change in journey times by bus and cyce. Quantitative, recorded observation, annua. Congestion. Reduce congestion on A23 and A25 around Redhi town centre; on A217 and A25 around Reigate town centre; on A25 between Redhi and Reigate. Change in journey time / queue engths. Quantitative, traffic surveys, annua. Areas with more unempoyment have ower car ownership and/or transport costs are a much arger percentage of income, restricting access to empoyment. Need to reduce carbon emissions. Improve access for pedestrians, cycists and pubic transport users between Westborough and empoyment areas. Residents and empoyees change to ow-carbon trave as resut of the LSTF interventions. Change in proportion of residents in those areas who fee non-car access to empoyment has improved and that cost of access to empoyment does not significanty adversey impact on their standard of iving. Change in proportion of peope in a sampe who use ower-carbon trave methods for seected journeys. Quaitative, oneto-one interviews, annua. Quantitative, structured questionnaires, annua. Casuaties. Reduce the number of casuaties. Trend in poice-reported casuaties; individua casuaty ocations. Quantitative, stats19, quartery. Access for the mobiity-impaired. Make town centre fuy accessibe. Participative accessibiity audit. Quaitative, recorded observation, annua. TRAVELSMART 197

194 Annex 3: Risk register 1) Strategic Risk Register (high eve) No BP Obj Date ast reviewed Risk description Proximity Owner Manager Impac S1 Secure 20m externa funding 31-Oct DfT does not approve LTSF Bid 5-Dec-11 Iain Reeve Iain Reeve hig S2 Secure 20m externa funding 1-Nov DfT approves part of the bid therefore not a 20m achieved eading to revised schemes or cut schemes 1-Jun-12 Iain Reeve Iain Reeve Med S3 Deiver oca schemes 2-Nov Loca committees do not approve schemes eadin deay 1-Mar-12 Iain Reeve Iain Reeve Me 2) Operationa Risk Register (high eve) No BP Obj Date ast reviewed Risk description Proximity Owner Manager Impact O2 Panning Appication 31-Oct Deay to achieving panning appications for Scheme Summer 2012 David Lighterwood Iain Reeve Hig O6 Modeing & design 1-Nov Deay experienced in deivering key eements of package due to modeing or design difficuties Summer 2012 onwards Pau Fishwick/ Wiiam Bryans Iain Reeve Med O7 Construction 1-Nov Deay during construction phase eading to partia competion of the package Summer 2012 onwards Pau Fishwick/ Wiiam Bryans Iain Reeve Med O3 Panning Appication 1-Nov Refusa of panning appication for major schemes Summer 2012 David Lighterwood Iain Reeve High 198 TRAVELSMART

195 6 anager Inherent Risk Measures in pace Residua risk Impact Likeihood Exposure to manage Impact Likeihood Exposure Financia Impact Status Reeve high ow Med Ensure overa bid is robust, fuy engage with DfT to bid submission to understand reauireme Med Low Low High Better Reeve Med Med Med Ensure overa bid is robust, fuy engage with DfT to bid submission to understand reauireme Med Med Med Med Better Reeve Med ow Low Consutation with oca committees prior to submis of the bid, and continue to consut during th design stages. Approva of annua p into the pan Med Low Low Med Better anager Inherent Risk Measures in pace Residua risk Impact Likeihood Exposure to manage Impact Likeihood Exposure Financia Impact Status eeve High Med High Eary diaogue with panners and andowners to estabish and mitigate risks Med Low Low High Better eeve Med Med Med Carrying out work prior to DfT decision to ensure robust pans in pace Med Low Low Med Better Reeve Med Med Med Efefctive project management arrangements Med Low Low Med Better n Reeve High Low Med Eary diaogue with Panners to estabish and mitigate risks Med Low Low High Better TRAVELSMART 199

196 Annex 4: Critica success pan Stage One: Pre-panning & consutation A dedicated project team wi be created in January and funded by the county counci to reduce deivery risk if the project bid is successfu in Juy 2012 and enabe consutation and detaied design to be undertaken. The consutation pan, sequencing of schemes, and the procurement processes wi be deveoped by the project team further in January and February in consutation with the oca committee task groups and the Environment & Transport Seect Committee. Decisions wi be made in March 2012 to enabe work to be done prior to the confirmation of the bid by the DfT. Date/ timescae January March 2012 January February 2012 February 2012 March 2012 March 2012 Approva Loca committee task groups review proposas, pan and sequencing SCC Environment & Transport Seect Committee scrutinise the proposas SCC investment pane (subject to DfT approva) SCC Cabinet approva: proposas, pan and sequencing Loca committees approva: proposas, pan and sequencing Stage Two: Procurement A framework agreement is estabished with the highways contractor, May Gurney and this wi be used for the majority of the highways work. However as outined in the commercia case, there wi be a requirement for a procurement process for the major schemes. This invoves a three-stage approva process as outined beow: Stage Start of procurement stage (major schemes) At recommended suppier stage At recommended suppier stage Approva SCC Procurement Review Group (PRG) approva PRG approva SCC Cabinet approva Stage Three and Four = Detaied design and construction/ impementation An outine miestone pan per town has been deveoped and wi be further refined during pre-panning phase. 200 TRAVELSMART

197 Guidford Deveopment Schedue 6 Woking Deveopment Schedue TRAVELSMART 201

198 Redhi/Reigate Deveopment Schedue 202 TRAVELSMART