NOTTINGHAM EXPRESS TRANSIT - PHASE TWO APPENDIX 33 BENEFITS REALISATION STRATEGY

Transcription

1 NOTTINGHAM EXPRESS TRANSIT - PHASE TWO APPENDIX 33 BENEFITS REALISATION STRATEGY NET Phase Two Full Business Case Submitted July 2011

2 Nottingham Express Transit Phase Two s Realisation Strategy and Plan Report for Nottingham City Council June 2011

3 Document Control Project Title: MVA Project Number: Document Type: Directory & File Name: Nottingham Express Transit C s Realisation Strategy and Plan NET_s_Realisation_Strategy_v2_ doc Document Approval Primary Author: Other Author(s): Reviewer(s): Formatted by: Nick Richardson David Carter, Katie Hall Imogen Miller, David Carter, Katie Hall Sally Watts Distribution Issue Date Distribution Comments /04/09 NET Project Team Full Draft expanded earlier version circulated as part of Gateway 2 documentation /05/09 NET Project Team Minor changes, principally associated with relationship to PMP Sub-plans /02/10 NET Project Team Minor addition of Local Employment and Training monitoring indicator /06/11 NET Project Team General and specific updating, including reflecting project status and latest LTP/performance indicators

4 Contents 1 Introduction Purpose of the Strategy Status of the Strategy NET Project Aims Relationship to Scheme Evaluation Relationship with the Project Management Plan Relationship with the Local Transport Plan Monitoring of Success Measuring the Impacts of NET Phase Two s During Development s During Construction Aim NET 1: Providing a Sustainable Alternative to Car Use Aim NET 2: Increasing Public Transport Capacity to Accommodate Growth Aim NET 3: Improving Accessibility and Reducing Social Exclusion Aim NET 4: Integrating Public Transport and Improving Interchange Aim NET 5: Supporting Land Use Policy, Regeneration etc Aim NET 6: Promoting Environmentally Friendly Transport s Realisation Programme Introduction 3.1 s Realisation Strategy and Plan i

5 1 Introduction 1.1 Purpose of the Strategy This s Realisation Strategy and Plan has been developed for the Nottingham City Council, the Promoter of Nottingham Express Transit (NET) Phase Two. It provides an outline of the management of benefit delivery required to maximise the potential of the system. The Strategy makes clear the relationships between the expected benefits of the scheme, the organisations that will deliver those benefits, timescales and the review process required throughout the design, construction and early operational phase of NET Phase Two The Strategy has been prepared broadly in accordance with guidance for the Office of Government Commerce s Gateway Review processes. OGC guidance states that: a s Management Strategy is used to establish the approach to managing benefits; and a s Realisation Plan is used to track realisation of benefits across the programme This s Realisation Strategy and Plan combines both the approach to managing benefits as well as setting out the method of tracking the realisation of benefits. It defines: when benefits will be realised; how benefits should be managed actively; and who will be responsible for delivering those benefits The Strategy should help inform the on-going stakeholder engagement process and will be a useful means of communicating the benefits of the Phase Two extensions for the Promoter, other authorities, Department for Transport, local business interests, local people, interest groups (such as Campaign for Better Transport) and developers. 1.2 Status of the Strategy This document provides a s Realisation Strategy and Plan that will continue to be refined as the proposals move forward to delivery. Refinements to earlier drafts have been made in response to the Secretary of State s granting of the planning approval through the Transport and Works Act Order and through the tendering processes to allocation of a Preferred Bidder The s Realisation Strategy and Plan has been developed alongside an emerging Evaluation Specification and is linked to the Project Management Plan, in particular the Project Evaluation Management Sub-Plan. The evaluation of NET Phase Two is intended to demonstrate, at discrete points in time, the performance of the scheme development and implementation against its own objectives and in support of the wider objectives as set out in the Local Transport Plan. The output from this will be an evaluation or postimplementation review At this stage in the project development, the s Realisation and Evaluation elements are being prepared as distinct, but related, elements of the management process supporting and measuring benefits delivery. They are both essential in progressing with the schemes. s Realisation Strategy and Plan 1.1

6 1 0BIntroduction As the scheme advances, the Evaluation programme and s Realisation Strategy and Plan could converge further. Gateway 5 considers Operations Review and s Realisation and focuses on ensuring that the project delivers the benefits identified in the business case and benefits plans A Gateway 5 review is expected to take place after the Promoter has carried out an evaluation or post-implementation review, suggested by the Gateway guidance to be around 6-12 months after opening. Whilst this may be appropriate for some small transport schemes, the full range of benefits of expanding the NET system will take longer to be realised as travellers become accustomed to the availability of the system Full system maturity could be expected around three to four years after opening, though many benefits will be delivered in the early years of the scheme. Some benefits, for example those associated with development and land-use changes will only become apparent over an extended timescale. Therefore, a properly configured evaluation would consider such impacts over a longer period than suggested by the Gateway guidance, pointing to the need to maintain and actively consider the Realisation Strategy and Plan well beyond the suggested first 6-12 months after opening. 1.3 NET Project Aims NET Phase Two will play a major role in the development of the Nottingham conurbation and will build on the success of NET Line One with two additional light rail lines into the south and west of the Greater Nottingham conurbation. The scheme will contribute to achieving both national transport and local objectives as highlighted in the Outline Business Case of 2009 and set out through the Local Transport Plan (LTP) process. A number of specific project aims have been set for the expanded NET system. These aims were included in the Transport and Works Act Order application documents and are set out below. The benefit management arrangement for the operational elements of the scheme proposed in this s Realisation Strategy and Plan have been structured around these project aims. Project Aim NET1 NET2 NET3 NET4 NET5 NET6 To provide a sustainable alternative to the car for many journeys in order to tackle congestion, particularly on the strategic road network including the A453 and A52 To increase public transport capacity to accommodate growth in Greater Nottingham To improve accessibility and reduce social exclusion and realise further the investment in NET Line One To contribute to integrated public transport in Greater Nottingham and improved interchange To support land use policy, regeneration and neighbourhood transformation strategies in the City Centre, the district centres of Beeston and Clifton, and other important employment and residential Areas To extend the use of an environmentally friendly mode of transport s Realisation Strategy and Plan 1.2

7 1 0BIntroduction 1.4 Relationship to Scheme Evaluation As noted above, the Evaluation Specification will be developed further, alongside further development of this s Realisation Strategy and Plan. The project evaluation will be based on the Department for Transport s Guidance on the Evaluation of Major Local Authority Transport Projects. It will identify how the performance of NET Phase Two should be considered, with an emphasis on measuring performance, understanding scheme impacts and disseminating this to Government and wider stakeholders. In contrast, the s Realisation Strategy and Plan is targeted at a different audience and is intended to set out the management of and responsibilities for benefit delivery The Evaluation Specification will include a review of the process and impact evaluation components and set out the key technical evaluation issues, including data availability, the need for on-going monitoring of NET Line One and the linkages to similar exercises being undertaken for other transport investments in Nottingham. Key elements of the Evaluation Specification include: Evaluation Objectives; Evaluation Reporting and Communications; Key Performance ; Impact Evaluation; Process Evaluation; and Timing and Wider Linkages. 1.5 Relationship with the Project Management Plan The NET Phase Two Project Management Plan sets out the management processes adopted during project development. The Project Management Plan recognises the importance of benefit delivery and that active management will be required throughout the various phases of delivery of NET Phase Two. In addition, monitoring and subsequent evaluation will be required to assess the outcomes and performance of the scheme The Project Management Plan (PMP) identifies 24 management strategies covering all workstreams and phases of the project development and delivery, including, and of particular relevance here, s Management. The s Management Strategy (Appendix D.3 to the PMP) seeks to provide an on-going management process which sets out the criteria for project success and provides a means of monitoring and evaluating achievement against those criteria on a regular basis The s Management Strategy provides a framework for managing the delivery of benefits, identified in this s Realisation Strategy and Plan. The technical requirements for monitoring and evaluation the scheme performance are set out in the Evaluation Specification considered above The PMP acknowledges some overlaps between a number of the 24 management strategies and that in these cases a more detailed treatment is required. Accordingly, a number of Management Sub-plans (MSP) have or will be developed to give an indication of the way certain activities are approaches, how the relevant management strategies will be s Realisation Strategy and Plan 1.3

8 1 0BIntroduction implements, who is involved in each activity, and how the interfaces and constraints will be managed Of importance here is the Project Evaluation Management Sub-plan. This sub-plan is intended to pull together a number of benefit and evaluation strands with the principles agreed between the Promoter and DfT prior to the concession award. Key issues to be considered in the sub-plan include: the handling of interactions between the evaluation of NET Phase Two and direct and indirect linkages to the evaluation of other transport and wider investments elsewhere in Nottingham; budget issues to confirm the expected availability of resources and how these overlap with the more extensive monitoring LTP monitoring programme; and dissemination routes for the evaluation, covering both process and impact issues Figure 1.1 sets out the linkages between the key three documents that provide the process, management and performance monitoring arrangements for NET Phase Two. Project Management Plan: Project Evaluation Management Sub-plan Evaluation Specification s Realisation Strategy DfT Full Business Case OGC Figure 1.1 Process, management and performance monitoring linkages 1.6 Relationship with the Local Transport Plan The Nottingham City third LTP recognises the contribution that NET Line One has made to the local transport network. The NET Phase Two scheme is a central feature of the LTP. The plan identifies the prospect of long term growth in traffic and identifies that it is essential for measures to be taken to address travel behaviour and to facilitate a cultural change towards more sustainable alternatives The tram network is considered to be the most important measure because of the considerable increase in public transport use it is expected to achieve, particularly in corridors where traffic is particularly heavy and where significant lengths of segregated running, avoiding traffic delay are possible. The three corridors served by NET Phase Two (the A453, A52 and A6005) are three of the busiest traffic routes in Nottingham. NET Phase Two is also recognised in terms of its importance in the wider context. This is in terms of supporting policies for economic development, protection of the environment and promoting urban renewal. NET is seen as one of the key factors for creating a climate of investment and the high quality tram service will maintain or enhance sustainable economic activity. s Realisation Strategy and Plan 1.4

9 1 0BIntroduction Figure 1.2 outlines the broad relationships between the NET Phase Two project aims and those of the Local Transport Plan for the period to 2011/16. Although the LTP objectives have been updated, they are still consistent with the aims of NET Phase Two. Nottingham Local Transport Plan NET Phase 2 Project Objectives Objective 1: To provide a sustainable alternative to the car for many journeys, to tackle congestion on the strategic road network, including the A453 and A52 Objective 2: To increase public transport capacity to accommodate growth in Greater Nottingham Objective 3: To improve accessibility and reduce social exclusion and realise further the investment in NET Line One. Objective 4: To contribute to integrated public transport in Greater Nottingham and improved interchange. Objective 5: To support land use policy, regeneration and neighbourhood transformation strategies in the City Centre, the district centres of Beeston and Clifton and other important employment and residental areas. Deliver a world class sustainable transport system which supports a thriving economy and enables growth Create a low carbon transport system and a resilient transport network Improve access to key services, employment and training including creation of local employment and training opportunities Improve the quality of citizens lives and transform neighbourhoods Support citizens to live safe, independent and active healthy lifestyles Objective 6: To extend the use of an environmentally friendly mode of transport. Figure 1.2 Relationship between NET Phase Two project aims and LTP objectives A key linkage between the LTP3 and both the s Realisation and Evaluation activities is in relation to monitoring data availability. As part of the LTP3 process Nottingham City Council has reviewed and rationalised its Performance (PI) against which the progress of the Plan will be monitored. The City will also continue with ad-hoc data collection on a number of other metrics, such as satisfaction with local bus services. Both of these data sources will provide the bulk of monitoring data used to support NET Phase Two s Realisation, as highlighted in the following section of this document. Promoter of NET Phase Two NET Phase Two is being promoted by Nottingham City Council following withdrawal, as joint promoter, of Nottinghamshire County Council. However, in the following Strategy and Plan, both authorities appear as where appropriate, as the County Council maintains responsibility for the performance of the transport network in its own area. There has been a long history of the two councils closely working together, including the development of the high performing joint Local Transport Plan submissions to 2011 covering Greater Nottingham. Suitable arrangements will be put in place to ensure focused management of benefit realisation across the two authorities. s Realisation Strategy and Plan 1.5

10 2 Monitoring of Success 2.1 Measuring the Impacts of NET Phase Two This section identifies the key components of the expected range of key benefits and impacts of NET Phase Two and provides an outline of how these benefits can be monitored and measured, and importantly here, who can manage benefit delivery This section is structured around the aims of the scheme which are expanded to cover the construction phase. It also takes account of other wider monitoring requirements and practical considerations A series of tables are presented in this section which: link the benefits to measurable themes; define how this will be realised and managed actively; and who will be responsible for its delivery Each table sets out, for each of the currently configured delivery indicators: key stakeholders; suggested benefit delivery manager; potential measures of success and an indication of linked performance indicators; timescale for analysis and review; and outline risks associated with benefits delivery It is intended that the tables will be refined in response to the emerging Evaluation Specification and confirmation of the key performance indicators for NET Phase Two. The performance indicators will address the aims of NET Phase Two, with the measures of performance being wide ranging, but with an emphasis on: the core deliverables of the expanded NET system; transport network capacity, efficiency, accessibility and usage; and key impacts arising from the delivery of NET including social and distributional impacts and economic development issues A data scoping exercise will also be undertaken to confirm that the measures and monitoring associated with the performance indicators are both practical and affordable. will include both quantitative measures (such as system patronage, modal shift and congestion estimates), together with qualitative indicators (including for example, individual attitudes to service provision and corporate views on the influence of the NET system on business location decisions). Consideration of the analyses underpinning the revised local monitoring metrics will provide an understanding of the wider linkages between NET and LTP transport strategy, of which NET itself is a primary component. s Realisation Strategy and Plan 2.1

11 2.2 s During Development A number of monitoring activities will be required during the on-going scheme development phase which are not directly linked to the wider objectives but contribute by ensuring that the scheme can be delivered on time and to the specification required. Design and safety are major considerations to ensure expected benefits are not eroded before construction. Similarly, programming issues and budget/resourcing considerations need to be tightly controlled to ensure that mitigation in response to time or cost over-run does not compromise benefit delivery. Integrated design It is important that the needs of all transport users (walkers, cyclists, public transport passengers and operators, freight and services vehicles and private motorists) are taken into account throughout the design process. Consideration of any changes to the design of the scheme is required to identify the potential impacts against all scheme objectives. The explicit or implicit refocusing of scheme priorities as a result of changes in design could potentially lead to an erosion of the delivered benefits Following extensive design work supporting the Transport and Works Act Order submission, a NET Phase Two Design Services Contract was been let to further refine and manage a detailed (part-warranted) design process. The outputs from the Design Services Contract were used in the tendering processes with scrutiny from the Candidates and their advisors. The benefit delivery implications of the design elements of both Candidates bids were assessed and reported through the tender evaluation The benefit manager should continue to be the Promoter, with support from the NET Phase Two Design Services consultant. (s): Integrated design NET Phase Two Design Services consultant Promoter Sign-off of design by key approvals parties Majority support from consulted groups Health and Safety Executive, CDM, Network Rail, highway authority requirements to be met CDM Regulations and other standards as appropriate Ongoing throughout design and construction period Throughout scheme design processes Delays to formal approvals Funding availability s Realisation Strategy and Plan 2.2

12 Designing for Personal Security Whilst general design issues, considered in the previous table, cover a range of general system-wide issues, personal safety and security issues have been identified separately. These are linked to wider community issues and with specific local authority performance targets that have been set through the Local Transport Plan process. Designing for personal safety NET Phase Two Design Services consultant Promoter Attitude surveys indicating strong security of users. Design for personal security with advice from police crime prevention and good infrastructure design e.g. lighting, help points, good walking access to stops, CCTV, etc. Satisfaction with local neighbourhood (LTP data collection) Perception of safety on public transport (LTP data collection) Throughout scheme design processes Consider trends and comparison with other transport modes Obtaining robust and representative samples Agreeing a meaningful definition of feeling more secure to enable comparative analysis and measurement s Realisation Strategy and Plan 2.3

13 Outline Development and Approvals Programme NET Phase Two has had an extended approvals timescale, with lengthy periods awaiting Programme Entry approvals and the determination of the Transport and Work Act Order. The Secretary of State approved the Transport and Work Act Order in March Progress through Conditional Approval in late 2009 provided the basis for moving towards a tendering exercise in 2010, concluding in early 2011 with the Tramlink Nottingham consortium being nominated as Preferred Bidder delivery could be compromised by delays in the final approvals programmes (especially where benefits are responding to transport network constraints), although risks to benefit delivery through reduced scheme scope in response to costs increase or affordability constraints that were identified in earlier versions of the Strategy have been reduced through the tendering exercise. Outline programme Department for Transport, Nottingham City Council, Nottinghamshire County Council, NET Phase Two Design Services consultant, NET planning and delivery consultants Promoter Progress against development and approvals programme Planning approvals (Transport and Works Act now approved) Funding approvals (Full Approvals awaited) Gateway review process Conformity with development and approvals programme Fortnightly progress meetings (Legal and Commercial Group, subsuming the earlier Project Delivery Group) Gateway review progress Technical development delays Increased scheme development and delivery costs Delays in final funding approvals s Realisation Strategy and Plan 2.4

14 Development Budgets and Resources delivery can be compromised by constraints on budgets and resources in two principal areas: budgets and resources to progress scheme development; and budgets and resources available for delivery - to fund construction work itself The following table considers the budgets required to ensure that development progress in advance of approvals can be maintained. Development budgets and resources Nottingham City Council, Nottinghamshire County Council Promoter Sufficient budgets and resources available to ensure technical progress to meet development/approvals programme Promoters budgeting processes Budgets set for future financial periods. Monitoring of resource spends Conformity with development and approvals programme Regular monitoring of available budgets and resources, covering both in-house and external support Constraints on scheme development funding and resources s Realisation Strategy and Plan 2.5

15 Delivery Budgets The following table considers the delivery budgets that are required to ensure that benefits delivery is not eroded through restrictions on available funding development progress in advance of approvals can be maintained. Delivery budgets Department for Transport, Nottingham City Council, Nottinghamshire County Council Promoter Sufficient delivery budgets for tendering exercise to deliver the full scheme specification Promoter s Design Services Contract Candidates tender costs (articulated in their financial models) To Full Approval. Delivery by the Preferred Bidder is handled in Section s During Construction Regular updates to financial modes to take into latest PFI market conditions and inform on PFI credit requirements Close dialogue with progress on workplace parking levy issues, including technical and approvals issues Insufficient PFI credits available during concession tendering Restrictions on PFI credit available from central government Inability of Nottingham City Council to deliver workplace parking levy funds or alternatives to fully support local contributions s Realisation Strategy and Plan 2.6

16 2.3 s During Construction A number of additional monitoring activities will be required during the construction phase which, similar to the development phase, are not directly linked to the wider objectives but contribute overall by ensuring that the build is to the necessary quality and can deliver the expected scheme benefits. The primary issues here are related to construction progress and safety for construction workers and people living close to the Phase Two alignment during scheme construction and testing. Construction Progress All stakeholders will be committed to delivering a scheme that is both on time and within budget. Regular monitoring against planned progress will ensure that any potential overrun, in terms of both construction and financial programmes, can be dealt with at the earliest opportunity. Construction progress Network Rail, District authorities, Contractors Contractor Progress as planned against construction programme and budget Traffic management with diversions as required Temporary stopping up of footpaths and access as required Timely use of Network Rail possessions Programme and budgets Conformity with construction programme Daily check of activity, tasks signed-off and budgets Late materials or labour supply s Realisation Strategy and Plan 2.7

17 Safe Construction As noted earlier, safety is a major consideration for construction workers and people living close to the road and other constructions. In addition to the design issues considered above, there is a clear need to ensure actual construction practices minimise exposure to risk. Safe construction District authorities, Contractors Contractor Site accident rates during construction are lower than accepted thresholds Health and Safety Executive requirements to be met Site accident log Daily throughout construction period Logging of all accidents against risk assessment Site risks s Realisation Strategy and Plan 2.8

18 Complaints Maintaining the goodwill of the community affected by the construction of NET Phase Two will be essential both for the long-term relationship that the community will have through the use of the system and from the Promoters perspective. Although the responsibility for system construction will be passed to the private sector, the impacts of poor community relationships will be felt by the Promoters both in the short-term through satisfaction ratings, and in the longer-term if promoting further extensions to the system. There will be a need to note and respond appropriately to complaints arising during the construction process. Complaints Contractors Contractor Minimal complaints especially regarding restrictions to access, changes to public transport services and routing and environmental issues e.g. noise/vibration and air quality Regular dialogue with local residents and businesses Complaints log PI 5a (Northern) PI 5b (Dunkirk) Nitrogen Dioxide in Air Quality Management Areas Construction period Regular review of progress and potential difficulties Unexpected problems s Realisation Strategy and Plan 2.9

19 Testing the Scheme and Associated Infrastructure Prior to opening, the infrastructure and vehicles will need to be tested. This will involve investigating the integrity of the structures and operating features and ensuring that the vehicles and wider system attributes perform as expected. A shadow service will be operated to ensure that any snagging problems are dealt with before fare-paying passengers use the system. Testing of Phase Two infrastructure and vehicles Contractors, NET operator, Health and Safety Executive Contractor, NET operator Satisfactory completion to mandatory standards Acceptable wider road network operation Pre-opening testing to ensure reliability and familiarity Regulatory standards sign-off (Health and Safety Executive) PI 11 and P 12 road maintenance Day to day road network performance (monitoring procedures to be defined) On completion of sections of route Programme of tests to be determined for concrete, surfacing, stop infrastructure, compatibility with vehicles etc. Formal operational testing routines. Day to day road network performance reviews. Failure to meet concession specification Vehicle availability Highway network impacts s Realisation Strategy and Plan 2.10

20 Long Term System Delivery The long-term delivery of benefits arising from NET Phase Two is dependent on the financial viability of the system during its operating concession. A successful and financially viable operation will provide both business benefits to the concessionaire and wider social benefits to the promoter and neighbouring authorities. The concession length is a finite period, where there is potential for benefits to be realised over a much longer period of time. A financially viable operation will also provide the basis for a successful re-tender and reinvestment in the system to maintain benefits over the longer-term. Long-term system delivery NET concessionaire NET concessionaire Financial sustainability to support business development Delivery of wider social benefits Financial performance On-going, highlighted during annual business reporting cycles On-going financial performance monitoring Concessionaire unable to delivery financial sustainability requiring contract termination s Realisation Strategy and Plan 2.11

21 Local Employment and Training It is the aim of the local authorities to improve employment, training and business opportunities in the City of Nottingham and the wider region through the construction of NET Phase Two and the operation and maintenance of the expanded network. The project can provide maximum benefit to the local economy by supplying employment opportunities, thereby reducing local unemployment, by raising skill levels for local people, and providing openings to achieve qualifications. Local employment and training NET concessionaire, Nottinghamshire Employment and Skills Board, Derbyshire and Nottinghamshire Chamber of Commerce NET concessionaire Significant proportion of new employment positions held by local people Good links between contractor and local employment, education and training groups and agencies Concessionaire employment targets PI 6 Access to services and facilities by public transport, walking and cycling Ongoing throughout construction period Data provided by contractor on number of positions filled by people from local employment agencies Suitable skills not available in the local employment market s Realisation Strategy and Plan 2.12

22 2.4 Aim NET 1: Providing a Sustainable Alternative to Car Use Once Phase Two is operational, new journey opportunities will be available in the form of an attractive alternative to car use for many journeys e.g. journeys to work in the city centre and other employment locations, to provide faster journeys than by existing bus services. Increasing the share of public transport use should also contribute to reductions in road traffic and the benefits associated with this including congestion, safety and air quality. Reduced Traffic Congestion Park and ride sites are in place at Hucknall, Phoenix Park, Moor Bridge, Wilkinson Street and The Forest and Phase Two includes sites at Toton Lane (A52) and Clifton Lane (A453). The contribution that Phase Two makes to the wider tram network will support a culture of strong public transport throughout the city and suburbs. Reduced traffic congestion bus operators Nottingham City Council, Nottinghamshire County Council Changes in the number of NET users compared with base data from start of operation Levels of NET park and ride site use compared with car parks in the city centre and other major destinations Observed changes in traffic levels NET corridors due to mode shift from car to tram (LTP monitoring, cordon counts and passenger surveys) Customer satisfaction surveys More restrictive parking policies Stronger publicity Travel planning for businesses PI 7 Congestion average car journey time per mile during the morning peak (was NI 167) PI 13 Change in area-wide road traffic mileage Changes in peak period traffic flows to urban centres (LTP data collection - previously LTP6) PI 1 Local bus and light rail passenger journeys originating in the authority area (was NI 177) Peak period, daily, weekly, monthly, quarterly, annually Extracting ticket sales data for compilation Travel patterns hard to change s Realisation Strategy and Plan 2.13

23 Changes in Peak Traffic Flow Phase Two is intended to provide a service that is superior in many respects to conventional bus services and provides an extended network that creates more journey opportunities. This means that services need to be both reliable and punctual if they are to appeal to current car users and reduce congestion. Changes in peak period traffic flow to Nottingham city centre bus operators Nottingham City Council, Nottinghamshire County Council Change in traffic flow between 0800 and 0900 and between 1700 and 1800 over a weekly period compared with base data. Congestion indicators in key corridors (LTP monitoring, cordon counts and passenger surveys) More restrictive parking policies including Workplace Parking Levy PI 7 Congestion average car journey time per mile during the morning peak (was NI 167) Changes in peak period traffic flows to urban centres (LTP data collection - previously LTP6) Peak periods on a daily basis Automatic traffic count data to be compiled for peak period, daily, weekly, monthly, quarterly and annual basis Traffic growth Wider network utilisation issues s Realisation Strategy and Plan 2.14

24 Reduction in Journey Times Journey times should improve for Phase Two users as long sections of route are segregated and journeys will be unimpeded by other traffic flows and growth in traffic flows into future years. The growth in road traffic congestion in the Beeston and Clifton corridors should be reduced if people transfer to tram, either directly or via park and ride. This should benefit both trams users and road users. Reductions in peak and inter-peak journey times bus operators Nottingham City Council, Nottinghamshire County Council Reduced journey times Junction improvements e.g. traffic signal timings PI 7 Congestion average car journey time per mile during the morning peak (was NI 167) PI 9 Bus services running on time (excess waiting time for frequent services, % non-frequent services on time) Sampled data over monthly and annual periods Vehicle journey time data to be reviewed (data capture by GPS and/or ANPR methods) Traffic growth Wider network utilisation issues s Realisation Strategy and Plan 2.15

25 Improve Road Safety Improvements in road safety can arise through changes in the functionality of the network (for example removing unsafe features or mitigating risk through better traffic management arrangements and designs feature) but also through reduced accident exposure (for example through reduced traffic flows). In addition to design features, NET Phase Two is expected to reduce the growth in traffic flows and therefore marginally affect the long-term accident exposure. Improve Road Safety Nottingham City Council, Nottinghamshire County Council Out-turn accident rates Actual or perceived accident exposure Traffic management arrangements, including road users, cyclists and pedestrians. Alternative route availability and signage PI 10a Accidents people killed or seriously injured in road traffic accidents (was NI 47) PI 10b Accidents children killed or seriously injured in road traffic accidents (was NI 48) PI 7 Congestion average car journey time per mile during the morning peak (was NI 167) Annual basis Consider trends and comparison with other transport modes Traffic growth On-off accident events Difficulties in obtaining actual or perceived accident exposure assessments s Realisation Strategy and Plan 2.16

26 2.5 Aim NET 2: Increasing Public Transport Capacity to Accommodate Growth Increasing public transport network capacity is one of the key objectives of NET Phase Two providing the opportunity to support the maintenance and expansion of economic growth using sustainable transport modes. Increased Capacity Increased public transport capacity NET operator, bus operators Nottingham City Council, Nottinghamshire County Council Capacity available on NET (seating and standing) Passenger capacity on tram and bus networks on radial routes Sampled NET demand and crowding levels for different times of day and days of week Improved stops to provide additional space and facilities for users Changes to the structure of the bus network PI 1 - Local bus and light rail passenger journeys originating in the authority area (was NI 177) Operator performance monitoring system (PMS) Monthly Sample monitoring of peak period loadings Limited scope to extend vehicles or introduce larger vehicles s Realisation Strategy and Plan 2.17

27 Increased Mode Share for Tram Linked with public transport network capacity issues is the mode share of tram as an important part of the public transport and transport network offer. Evidence from NET Line One suggests that overall public transport mode shares in the Line One corridors have increased over time. Based on this experience, it is expected that a similar pattern will occur for NET Phase Two. Increased mode share for tram NET Operator, Nottingham City Council, Nottinghamshire County Council, NET operator, bus operators Nottingham City Council, Nottinghamshire County Council Observed modal count data, particularly using Inner Traffic Area cordon counts and passenger surveys Higher proportion of tram use and reduced proportion of car use for redevelopment sites, particularly journeys to work More restrictive parking policies Stronger publicity Travel planning for businesses PI 1 - Local bus and light rail passenger journeys originating in the authority area (was NI 177) PI 8 - Mode of journeys to school (was NI 198) PI 13 Change in area-wide road traffic mileage Mode share of public transport at Inner Traffic Area Cordon (LTP data collection) Annually Sample monitoring of peak period mode share Travel patterns hard to change s Realisation Strategy and Plan 2.18

28 2.6 Aim NET 3: Improving Accessibility and Reducing Social Exclusion Accessibility to essential services is at the core of the Local Transport Plan and enables people to access new opportunities. NET Phase Two has been designed to be a fully accessible system for all users, including people with mobility impairments. On NET Line One mobility impaired users represent a significant proportion of overall patronage and it is apparent that these users have experienced a higher quality of service than was available before the system opened and is available in corridors not served by NET. Satisfaction with the service will need to be measured alongside physical attributes of the scheme. Improved Accessibility Accessibility forms a major strand of Phase Two. Allowing people to access key facilities by public transport is essential to promote social inclusion, especially for people who do not have access to private transport. Phase Two serves Queen s Medical Centre, the University of Nottingham and is close to Nottingham Trent University Clifton Campus, connecting to the city centre campus on Line One. Improved accessibility to key facilities NET operator Nottingham City Council, Nottinghamshire County Council Improved accessibility to facilities including employment, healthcare, education, leisure, etc indicated by accessibility planning Distributional analysis of system use by equalities impact groups (social groups, mobility impaired users, etc) Attitude surveys of equality impact groups Extent of cross-city NET use Travel plans for key facilities PI 1 - Local bus and light rail passenger journeys originating in the authority area (was NI 177) PI 6 - Access to services and facilities by public transport, walking and cycling (was NI 175) PI 8- Mode of journeys to school (was NI 198) Annually Mapping of public transport accessibility in relation to location of key facilities Travel patterns take time to adjust to land use changes s Realisation Strategy and Plan 2.19

29 Reduced Deprivation The conurbation has areas of deprivation which can in part be addressed with the provision of better public transport services. In particular, better accessibility to employment opportunities is vital to the encouragement of economic growth and prosperity. Reduced deprivation due to improved accessibility Nottingham City Council, Nottinghamshire County Council Nottingham City Council, Nottinghamshire County Council Improved deprivation and income indices attributable to better transport links Distributional analysis of system use by equalities impact groups (social groups, mobility impaired users, etc) Attitude surveys of equality impact groups Development of employment opportunities Economic development metrics developed by City/County Development departments to be confirmed PI 6 - Access to services and facilities by public transport, walking and cycling (was NI 175 / NI 176) PI 1 - Local bus and light rail passenger journeys originating in the authority area (was NI 177) Annually Compare indices with current figures Wider economic circumstances affect delivery of employment s Realisation Strategy and Plan 2.20

30 2.7 Aim NET 4: Integrating Public Transport and Improving Interchange By ensuring public transport services are well connected and integrated a broader range of travel options become available for travellers and this affr5ods people greater flexibility when choosing travel mode. The suitability of public transport to meet these needs can be greatly enhanced through good interchange and integrated system, such as ticketing and timetabling, and in the longer term, by integration of transport and land use planning. Promoting Park and Ride Park and ride has had a long and successful in Nottingham, boosted by the additional provision of high quality facilities and access facilitated by NET Line One. Phase Two expands the network coverage to provide major sites at both the Clifton and Toton Lane termini. Promoting park and ride NET operator, bus operators Nottingham City Council, Nottinghamshire County Council Increase provision and usage of park and ride facilities Customer satisfaction surveys Good park and ride site design Active and passive park and ride site security measures PI 1 - Local bus and light rail passenger journeys originating in the authority area (was NI 177) Automatic monitoring and bespoke park and ride surveys (LTP data collection) Regular monitoring of site security. Annual monitoring of site quality and usage Survey travellers to understand travel patterns involving interchange and compare with current journeys Lack of timetable convergence s Realisation Strategy and Plan 2.21

31 Increased Mode Share for Rail NET Line One provides one element of the public transport offer in and around Nottingham. Line One terminates adjacent to Nottingham station where a range of main line and local rail services is available. This arrangement will be improved with Phase Two and better interchange as part of the Nottingham Hub (or Station Masterplan) proposals. The concept of the seamless journey - in which users experience easy interchange - can be built around NET. Increased mode share for rail passengers rail operators, NET operator, bus operators Nottingham City Council, Nottinghamshire County Council More use of NET to access rail services Customer satisfaction surveys More restrictive parking policies Stronger publicity Travel planning for businesses PI 1 - Local bus and light rail passenger journeys originating in the authority area (was NI 177) Mode share of public transport at Inner Traffic Area Cordon (LTP data collection) Monthly and annual Survey station users by count of station car park use supplemented by interview surveys compared with base data Lack of attractive interchange at stations s Realisation Strategy and Plan 2.22

32 Promoting Interchange Integration covers the physical interchange arrangements associated with the scheme e.g. walking to stops, the interface with bus services and access to rail services. It also includes structural integration between transport and land use planning, ensuring that development sites take advantage of the new accessibility provided by Phase Two. Promoting interchange NET operator, bus operators, rail operators Nottingham City Council, Nottinghamshire County Council More interchange journeys bus/rail and bus/bus with mode shift from car especially in Beeston, Clifton and other interchange locations Delivery of part/fully dedicated connecting bus services (if committed by concessionaire or promoter) Use of integrated ticketing on NET system Customer satisfaction surveys Good interchange design, particularly at Nottingham Station PI 1 - Local bus and light rail passenger journeys originating in the authority area (was NI 177) Satisfaction with local transport provision (LTP data collection) Real-time information provision (LTP data collection) Proportion of travel made using smartcards (LTP data collection) Annually Survey travellers to understand travel patterns involving interchange and compare with current journeys Lack of timetable convergence s Realisation Strategy and Plan 2.23

33 2.8 Aim NET 5: Supporting Land Use Policy, Regeneration etc Transport links are a major feature of planned land use changes and NET Phase Two will enhance accessibility to regeneration areas and provide a strong positive image of modern transport for potential developers. NET Phase Two will be an important element of neighbourhood transformation. It will provide a core route around which other design elements can be based and will also promote sustainable travel and reduce the impact of cars. Support for increased economic activity, land values and employment East Midlands Development Agency, local businesses, developers Nottingham City Council, Nottinghamshire County Council Extent of employment and investment in scheme corridors Attitude surveys of business and residents regarding their views of the scheme Perception of support offered by NET in locational decisionmaking by developers Residential property prices in Line One and Phase Two corridors Perception of quality of urban realm in Strategic Regeneration Frameworks and Neighbourhood Plan areas Parking policies including Workplace Parking Levy Economic development metrics developed by City/County Development departments to be confirmed PI 6 Access to services and facilities by public transport, walking and cycling Annually Compare indices with current figures Wider economic circumstances affect delivery of employment s Realisation Strategy and Plan 2.24

34 2.9 Aim NET 6: Promoting Environmentally Friendly Transport The need for environmentally acceptable transport has never been greater. Apart from creating a system that has relatively low emissions (especially at the point of use) and low levels of noise (per passenger journey), NET Phase Two can contribute to wider environmental aims by supporting a mode shift away from car use. Minimising Noise Impacts Minimising noise impacts NET operator district councils (Environmental Health) No adverse noise impacts of scheme Dialogue with residents and businesses Satisfaction with local neighbourhood (LTP data collection from citizens survey and linked to Sustainable Communities Strategy) Regularly through construction phase, especially in sensitive locations Less frequently after completion and during operations Noise surveys from designated properties compared with preconstruction levels Localised noise levels increase due to inappropriate mitigation measures s Realisation Strategy and Plan 2.25

35 Improved Local Air Quality Local air quality will be improved as a result of a reduction in car use in favour of NET Phase Two which has no emissions along the alignment as vehicles are electrically powered. Improved air quality Nottingham City Council, Nottinghamshire County Council district councils (Environment) Improved air quality due to reduction in traffic arising from mode shift to NET Reduced congestion PI 5a (Northern) PI 5b (Dunkirk) Nitrogen Dioxide in Air Quality Management Areas Annually Data extracts from roadside monitoring stations Traffic flow monitoring and modal share indicators Wider effects of atmospheric change s Realisation Strategy and Plan 2.26

36 Reduced Carbon Emissions NET Phase Two is expected to have a small, but positive impact on carbon emissions, allowing for the power requirements of the system and impact on modal shift encouraging people to transfers from car direct to NET or via park and ride. Reduced Carbon Impacts Nottingham City Council, Nottinghamshire County Council district councils (Environment) Changes in carbon emissions arising from reductions in traffic flows due mode shift to NET. Carbon emissions associated electricity generation used in NET operations Reduced congestion PI 2 Volume of carbon dioxide emitted by road transport in the City Annually Traffic flow monitoring and modal share indicators. NET system power consumption and electricity sources Market conditions result in significant differences in carbon emissions from both vehicles and associated Wider effects of atmospheric change s Realisation Strategy and Plan 2.27