Local Growth Fund – Major Transport Scheme Full Business ... SMC1 corridor incorporates the Royal Surrey County Hospital (RSCH), the Nuffield Hospital, the tenants on the Surrey

Local Growth Fund – Major Transport SchemeFull Business Case Application Form

Guildford Sustainable Movement Corridor 1 (Phase 1) - Business Case (BC)

Applicant Information:

Local authority name

Guildford Borough Council

Postal address

Millmead House, Guildford, Surrey GU2 4BB

Bid manager details Name: Zac Ellwood

Position: Major Projects Portfolio Manager

Employer: Guildford Borough Council

Telephone: 01483 444617

Email: [email protected]

Section A: Project description and funding profile

A1 Project name:

Guildford Sustainable Movement Corridor 1 - West (subsequently referred to as SMC1)

A2 Headline description (in no more than 150 words):

This package of improvements is for a vital transport corridor between the Surrey Research Park/Royal Surrey County Hospital and Guildford mainline train station. Traffic dominates this area causing significant peak period congestion detrimentally affecting bus journey times and reliability and creating significant barriers for pedestrian and cycle movements. The route has slip roads from the A3 feeding directly onto it and congestion on this corridor causes delays on the A3 on a daily basis.

The works involve junction improvements, new and improved pedestrian and cycle

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mailto:[email protected]

Local Growth Fund – Major Transport Scheme

Full Business Case Application Form provision and bus priority measures along this corridor.

The area the corridor serves has a very high potential for further economic growth and a strategically important economic footprint, which is significant both for the whole EM3 LEP area and for Guildford as an identified ‘Growth Town.’

The SMC1 scheme is aligned with the 2017 Guildford Transport Strategy, the Local Plan submitted to the Secretary of State in December 2017 and is also endorsed within the EM3 LEP SEP.

The overall SMC1 scheme proposals are shown on Drawing Numbers 87, 88 and 94. This Business case is in respect for funding for the first phase of SMC1 (subsequently referred to as Phase 1 SMC1). The proposed Phase 1 works are shown on Dwg Nos. 1201, 1202, 88 and 94. These will be defined further during the subsequent detailed design stage.

A3 Describe the geographical area covered by the project (in no more than 150 words):

The SMC1 corridor incorporates the Royal Surrey County Hospital (RSCH), the Nuffield Hospital, the tenants on the Surrey Research Park, (and its proposed 10 Ha extension site), the University of Surrey’s Stag Hill and Manor Park campuses, the Surrey Sports Park, a large Tesco Superstore and the Holiday Inn hotel. On and off slip roads from the A3 Trunk Road join the corridor at both the Tesco and Cathedral Junctions. A location map of this site is shown below:

• As shown on the plan below the main development sites include the: • Surrey Research Park - Home to 110 high tech companies in key growth

sectors with key companies including SSTL, BOC and BAE Systems. • Royal Surrey Hospital – 3500 staff, oncology and key hole surgery expertise • Manor Park Campus –Vet School, Surrey Sports Park with plans for teaching

hotel and medical school plus residential • University Campus – Including 5G Innovation Centre and vHive (Veterinary

Health Innovation Engine) • Guildford Business Park – Phillips, Ericsson, Enstar and Colgate

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Full Business Case Application Form

A4 Project costs.

Total Project Cost £3,850,000 (including Optimism Bias at 44%) refer to Appendix N for break down

LGF Funding Request £2,725,000

Local Contributions

(Please specify source and whether they are confirmed)

£1,125,000

GBC are providing the match funding for this project. This is confirmed funding.

A5 Is this a request for a grant or a loan? Grant x Loan Both

A6a

Do alternative funding options exist to cover the full project cost?

Yes No X

A6b

If ‘Yes’ to A6a, please explain why LGF funding is being sought.

N/A

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Full Business Case Application Form A6c

If ‘No’ to A6a, please list other funding sources considered and reasons for rejection.

If the emerging Local Plan and CIL Charging Schedule are adopted, in time this will give the Council the ability to collect monies via the Community Infrastructure Levy (CIL). However, monies to be collected are unlikely to cover the full SMC1 cost and current congestion needs to be addressed urgently.

CIL is not yet in place for Guildford as it requires an adopted Local Plan. A draft plan has just been published and should be adopted in 2020, so CIL is not likely to be available until 2021 or 2022. In addition, CIL is not necessarily an opportunity for funding as if the SMC is specified in the CIL schemes then we cannot receive S106 funding from developments to mitigate impacts. So for example, the next phase of the SMC that extends westwards along Gill Avenue towards the Research Park is intended to be part funded by the expanded Research Park and Blackwell Farm residential development.

A7 Provide a list of the Partnership Bodies (if any) you plan to work with in the design, delivery and operation of the scheme.

Name of partner and their role and responsibility

Location of evidence of participation (e.g. letter of support appended on page x)

Surrey County Council: Highway Authority and key delivery partner for the scheme.

SCC officers are on the project board and have been fully involved in the development and consultation of the project and production of this bid document.

University of Surrey/ Surrey Research Park

Owns key destinations on the route and some of the land required for the project. They have been involved in the development of the project.

Confirmed in Memorandum of Understanding (MoU), agreement in principle to provide land required and letter of support attached in Appendix A.

Royal Surrey County Hospital

Owns key destinations on the route and some of the land required for the project. They have been involved in the development of the project.

Confirmed in MoU, agreement in principle to provide land required and letter of support attached in Appendix A.

Highways England

We are working jointly with HE to ensure that the project matches with their plans

Confirmed by joint working with HE on HE scheme to widen the A3 Onslow off slip at the Tesco junction.

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Full Business Case Application Form for slip road widening at Tesco Roundabout. They are a key stakeholder as the route impacts on the A3.

Highways England are already committing substantial resources to deliver their A3 Onslow off slip road improvements. They are committed to delivering the slip road improvement and we are working jointly with them to coordinate their proposed works and the SMC proposed works. For example, Site Investigation surveys have been jointly coordinated for both projects.

Email indicating support attached in Appendix A.

Surrey Police - agreement on personal security issues within the Egerton Road Subway.

Have attended joint site meetings

A8 Earliest start date October 2017 (detailed design commenced using GBC funds and now underway using EM3 LEP Design Advancement Fund).

Desired start date October 2017

Delivery timescale (months)

36 Months

A9 Are any associated consents in place? If not, state when these are expected to be in place.

The consultation process for any required Traffic Regulation Orders (TRO) and Notices will be held in tandem with the detailed design in order to keep the lead-in times to a minimum.

Third Party land negotiations are ongoing, with both UoS and RSCH having confirmed their agreement in principle to the proposals.

Discussions are ongoing with HE regarding consents required to tie into existing A3 slip roads. This will be addressed in tandem with detailed design in order to keep lead in times to a minimum.

GBC Planning Officers have confirmed that Planning Permission is not required other than possibly the route through Banister Park

The timescales for the consents are:

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Full Business Case Application Form 1) TROs: for pedestrian and cycle elements of the scheme: June 18 to Sept 18.

2) Land from UoS: Mar – Jun 18 (RSCH land not required in Phase A works)

3) HE coordination of works. December 2017-April 2019

4) Planning Permission. If this is required then timescale is February 2018-August 2018:

In terms of Land Costs we confirm there are no land costs, other than associated legal costs.

A10 Is this scheme linked to any other applications to the LEP? If so, please provide the project title(s).

The scheme was part of the Guildford West Transformation EOI to the EM3 LEP. This bid forms part of the wider ‘Unlocking Guildford’ transport package bid and, as such, is included in the overarching strategic business case which is attached as Appendix B.

A11 Has any Equality Analysis been undertaken in line with the Equality Duty?

Yes X No

Attached as Appendix C

A12 Please indicate if any information contained in this application is of a commercial nature and should not be published. (State which questions)

No

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https://www.gov.uk/equality-act-2010-guidance%23public-sector-equality-duty


Full Business Case Application Form Section B: The Strategic Case

As explained above, Appendix B contains the overarching strategic case for the Unlocking Guildford package. This should be read in conjunction with the information below, which relates to SMC1 only.

B1 From the list of categories below, please select what the scheme is trying to achieve. Select all categories that apply.

Improve access to/ unlock growth at a development site that has the potential to create housing

Improve access to / unlock growth at a development site that has the potential to create jobs

Improve access to urban employment centres

Improve access to Enterprise Zones, or other strategic development sites

Maintain accessibility by addressing the condition of structures

Ease congestion/ improve traffic flow at a known bottleneck

Other(s)Please specify Promote Sustainable modes of travel. Reduce road congestion, which is inhibiting economic growth - LSH UK Vitality Index 2016 study, indicated that Cambridge has replaced Guildford as the destination best placed to support economic expansion over the next 12 months. Guildford has now dropped to 5th place in this ranking and, as demonstrated in other EM3 LEP reports, traffic congestion and poor accessibility acts as a major barrier to growth, which is exacerbated in Guildford, in the town centre and around the University and Research Park.

B2 Explain what the problem is that is being addressed by the scheme (the need for the project), identifying the specific barriers that are preventing growth supported by evidence. Make reference to why this issue has not been addressed previously.

Question B2 is addressed under the following sections with the main analysis of the existing condition in B2.1:

• B2.1 Existing/Future transport conditions/problems: a) Transport Conditions: Congestion. Public Transport. Pedestrian and cycle severance. Highway safety. b) Adverse impacts on economic activity. c) Key land uses within the SMC1.

• B2.2 Project objectives. • B2.3 How the scheme will address the issues. • B2.4 Why this has not been addressed previously

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Full Business Case Application Form B2.1 Existing/Future transport conditions/problems

Within Guildford and locally in respect of SMC1, the key issues are described below under the headings of transport conditions, impacts on the economy and the key land uses. 2017 traffic count data used in the preparation of this Business Case is provided in Appendix P.

a) Transport Conditions

Congestion

Strategic road congestion – there is significant Strategic Road network traffic congestion during peak hours on the A3 through Guildford and between the Ripley junction and the A3/M25 (Junction 10) Wisley interchange, and in Guildford town centre, especially on the gyratory system and its approaches. The A3 route is under the control of Highways England. It is classified as part of the Strategic Route Network (SRN), being a distributor of national significance. The A3 as it runs through Guildford Borough is operating at more than 90% capacity during peak periods. The A3 cuts through the heart of the Borough, and therefore takes on a key role assisting with local movement as well. Conflicts arise between facilitating movement to and from Guildford on the road network. Significant queues are observed on the A3 from the Onslow off slip in the AM peak, which causes vehicles to block the nearside A3 and queues extend for several miles that includes the A31 Hogs Back.

Local Road Congestion - Congestion on the Strategic Road network frequently spreads to the Local Road Network (LRN) and vice-versa. Local congestion impacts on existing accessibility and restricts economic growth in the area particularly on the A3 at the Cathedral junction (A3/Egerton Road), the Tesco junction (Egerton Road/Ashenden Road), the Egerton Road signal junction (Egerton Rd/Gill Avenue) and on Gill Avenue causing blocking back into the Research Park along Priestly Road and Occam Road.

Together with the sequence of closely-spaced, limited access junctions, there is a strong relationship between traffic conditions on the A3 and those on the LRN in Guildford. This results in traffic having to travel through Guildford town centre when it does not need to. Therefore, traffic congestion in Guildford can adversely affect conditions on the A3 and vice versa.

The Guildford Borough Council Infrastructure Bid (ibid) indicates that average traffic speeds on the main routes into the town in the AM peak are around 14mph. The Guildford Borough Local Transport Strategy highlights that congestion on the local network adjoining the Research Park, RSCH and UoS is exacerbated by congestion and delays on the A3.

The resultant congestion and high traffic volumes impacts on the setting and amenity of communities, including in relation to road safety, severance, noise, air quality, the demand for parking and also the discouragement to walking and cycling.

Bus services are delayed in recurrent congestion in, and on, approaches to Guildford

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Full Business Case Application Form town centre. Buses link the rail station to the Hospital and Research Park area, which should ordinarily be a 10 minute bus journey, but due to traffic on the roads this can take anything up to 25 minutes. There is very limited bus priority in the Guildford urban area.

There are a number of other relevant strategies as referred to in section B3. Notably the Guildford Town and Approaches Movement Study (GTAMS) identified the SMC corridor as having the greatest potential for improving conditions.

Forecasts and suppressed demand are a concern and have been considered, but in practice are difficult to model. Future forecasts for the operation of the junction are being tested using a linked LINSIG model with observed flows.

Floating vehicle data from Google maps (based on anonymous real time speed, direction of travel and time information from mobile phones and other GPS enabled devices) is shown below for the SMC1 corridor. Dark red indicates very slow/stationary traffic, red indicates congestion, whilst yellow indicates reduced speeds and green indicates normal speeds. Images are shown for typical AM and PM peak conditions.

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Public Transport

There are currently almost 20 buses/hr in both directions using sections of the route, however, Onslow Park and Ride is served by 4 buses per hour. Discussions have taken place with operators and they have indicated that with a reduction in delays they would look to improve frequencies.

The bus services in the area include:

• 4 – Circular route connecting Park Barn, Hospital, Tesco/University, Station, town centre, Woodbridge.

• 5 – As above including a stop at Gill Avenue for the Research Park. • 17 – Fairlands area/Park Barn, Hospital, Tesco/University, station. • 26/27 – Circular route connecting Park Barn, Research Park, Sports Park,

Tesco/University, station then north of town. • 36/37 – Research Park, Tesco/University, station then east of Guildford. • 38 - Park Barn Research Park, Sports Park, Tesco/University, station. • 520 - Aldershot connecting with Park Barn, Hospital Tesco/University and

station.

In addition school bus services include:

• 697 - Local service Park Barn to Onslow Village. • PT5 - Ash to Merrow connecting with Park Barn, Hospital, Tesco/University and

station.

And service 14 only runs once a day from Park Barn to Tesco/University then rail station.

The Onslow Park and Ride with 600 spaces was opened in 2013, and current patronage is around 100,000 passengers annually. The proposals will reduce delays for buses and drivers to and from the Park & Ride and would therefore be expected to increase usage.

Drawing No. 007 (end of document) summarises these routes.

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Full Business Case Application Form The table below summarises the individual weekday and weekend frequencies of these services.

Route Start Time Weekday Frequency End Time

4 / 5 07:00 / 06:00 Every 15 mins 23:00 / 19:15

17 06:20 Hourly 19:30

26 / 27 06:10 / 05:30 Every 15 mins 00:30

36 / 37 07:30 Every 30 mins 19:10 / 19:20

38 08:10 Every 20 mins (university term time only) 00:10

520

This service runs on Tuesday, Wednesday, and Friday only. For Aldershot to Guildford/Woking there is one bus in the AM peak and one in the PM peak. For Guildford/Woking to Aldershot there is one bus in the early afternoon only.

Route Start Time Saturday Frequency End Time

4 / 5 07:20 / 07:00 Every 15 mins 23:00 / 19:00

17 07:10 Hourly 18:20

26 / 27 07:00 / 06:00 Every 15 mins 00:20 / 00:30

36 / 37 08:30 / 09:00 Hourly 18:30 / 19:00

38 19:20 Every 30 mins (university term time only) 00:10

520 No service No service No service

Route Start Time Sunday Frequency End Time

4A / 5A 08:00 / 9:40 Every 30 mins 22:45 / 17:40


26 / 27 09:00 / 08:40 Every 15 mins 23:50 / 00:00

36 / 37 09:00 / 09:30 Hourly 22:00 / 22:20



These services offer a range of frequencies (Services 4/5 and 26/27 offering the best at 15/20 minutes respectively) but typically there is a 10 minute weekday daytime frequency between Guildford and the hospital.

As noted in section B2, buses typically get caught in the same congestion as cars, which increases their journey time and unreliability. It should also be noted that many of the bus services do not operate at times to coincide with shift working times for example at the Hospital nor do they provide full penetration of, for example the Research Park.

Based on bus journey time data from the RTPI system as supplied by SCC, 52% of buses from the Chase to the Hospital (a 3 minute scheduled journey time) are running

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Full Business Case Application Form late during the AM Peak period.

Bus operators are not presently serving the Research Park, which has existing bus stops. This is due to the extent of congestion, especially experienced during peak hours.

Pedestrian and cyclist severance

Severance of Guildford and its constituent neighbourhoods (including the Hospital, University, Manor Park campus/Sports campus and the Research Park) results from a combination of the A3, railway lines and the River Wey.

Specifically, on this section of the proposed SMC all walking and cycling routes from the town centre have to make use of a lengthy subway under the A3. This in itself is perceived as a major barrier to walking and cycling especially during hours of darkness. The RSCH have indicated that fears around personal safety is one of the reasons given by staff for not walking to the hospital through the subway. A review of crime statistics indicates that there are a number of reported crimes within the subway. The main Guildford train station is around a 25-30 minute walk away from the hospital and is walkable only by using the subway under the A3. The town centre is approximately a 35-40 minute walk from the Hospital. The route to this part of the town from the train station/town centre is very congested and it is not a pleasant walk. It also contains a steep hill on the Chase, which is a barrier to walkers and cyclists. The Hospital and SCC have produced the following walking catchment analysis map that illustrates the long walking time to Guildford town centre and the station, where the staff postcode analysis has demonstrated a large number of staff actually live.

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Drawing No. 003 (end of document) summarises an analysis of the residential locations of existing hospital staff postcodes (with numbers indicating number of staff within 2km of an existing train station) supplied by the Hospital, which shows a large concentration to the east who could potentially walk, cycle and use the bus to the Hospital.

Between the Research Park and the Cathedral junction there is a shared use footway/cycleway, which includes the subway. On some sections, this route is narrow for the volume of walkers and cyclists. Between the Cathedral junction and the train station along the Chase and Guildford Park Drive there is a narrow footway and cyclists have to mix with general traffic on a narrow carriageway thereby creating an unsafe and inhospitable environment for cycling.

Based on the 2011 census 32% of those working in Guildford travelled less than 5km and of these only 12% cycled to work. This highlights the potential to convert many of these short distance trips into cycle trips.

Investment in walking and cycling infrastructure is not only important for reducing congestion and supporting the prosperity of Guildford but also promotes healthier lifestyles and reduces environmental impacts, such as air pollution.

Highway Safety

The most up-to-date injury accident records were obtained for a 65-month period between the 1st of January 2012 and the 31st of May 2017 for accidents that occurred along the SMC1 corridor. One of the most accident-prone locations along the corridor is the Tesco roundabout. The accident records show that there have been seven incidents

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Full Business Case Application Form involving either a pedestrian or cyclist at this roundabout during the 65-month period. These accidents resulted in four slight injuries, and three serious injuries (see below).

Date Involved Casualties Condition Comments 25/03/2013 Car & Pedestrian Pedestrian

(Slight) Dry. Dark Car and pedestrian (failed

judgment) collide on road. 10/07/2013 Car & Cyclist Cyclist (Slight) Dark Cyclist hit over when on

traffic island. Island to narrow

25/01/2014 Cyclist Cyclist (Serious)

Wet. Dark Cyclist falls whilst surrounded by vehicles, and carrying out a difficult manoeuvre

02/05/2014 Car & Cyclist Cyclist (Serious)

Dry. Daylight Car pulls out of path and knocks cyclist off his bike

17/06/2014 Bus & Cyclist Cyclist (Slight) Dry. Daylight Bus collides with cyclist when in close proximity of each other

04/06/2015 Car & Pedestrian Pedestrian (Slight)

Dry. Daylight Pedestrian hit by car confused by road markings

08/02/2016 Car & Pedestrian Pedestrian (Serous)

Wet. Dark Pedestrian hit by car after running onto the road

b) Adverse impact on economic activity

Guildford is an important centre in Surrey, and is the County town. Based on the Local Plan, Guildford has the highest population of all Surrey towns (74k) and the highest number of jobs (78k). Employment grew by 20% between 2004 and 2011, and is forecast to grow by another 9% by 2034 of which a significant proportion is planned as an extension to the existing Surrey Research Park. In 2010 the UK Competiveness Index ranked Guildford as the most competitive city in the UK outside London. The Surrey Research Park contributes around £500m per annum to the Guildford economy (£508m in 2015-16).

The Surrey Congestion Programme highlights that congestion on the Surrey road network costs £550m to the UK economy per annum. This figure was calculated by the SCC Transport Studies team and is contained in their Movement Monitoring Report (2008). The report is due to be updated in the next few months, however, it is expected the cost will increase as opposed to any improvement. For more please details refer to this link:

https://www.surreycc.gov.uk/roads-and-transport/roads-and-transport-policies-plans-and-consultations/roads-and-transport-policies-and-plans/transport-studies/transport-statistics-for-surrey.

Intensified and new challenges resulting from future higher levels of traffic on roads in the Borough, generated by the demand for travel to and from existing and future homes, workplaces, shops and leisure facilities are expected to occur. The Hospital, the University of Surrey (a top-ten university and home to the 5G Innovation Centre) and Surrey Research Park are an increasingly important driver of economic growth in the EM3 LEP area. The area hosts perhaps one of the strongest sources of private equity in

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https://www.surreycc.gov.uk/roads-and-transport/roads-and-transport-policies-plans-and-consultations/roads-and-transport-policies-and-plans/transport-studies/transport-statistics-for-surrey




Full Business Case Application Form the country and with a highly educated workforce. Whilst there is huge potential for further growth, there are quite significant issues around traffic congestion and accessibility for people to work in this area. Congestion is likely to worsen in the future with population and employment growth placing additional pressure on transport infrastructure. This will reduce network resilience and functionality, which in turn reduces Guildford’s economic output and competitiveness. Failure to deliver SMC1 would therefore seriously impair economic growth, hinder the much needed job creation prospects within the Borough and potentially lead to the loss of key employers or other strategically important businesses.

The Guildford Business Survey completed in October 2015 provides evidence of the adverse impacts on businesses located on the Research Park due to current accessibility problems. See attached in Appendix K a copy of the survey report. In Appendix L there is a summary of two of the main issues from the surveys. Companies surveyed stated it can take between 30-45 minutes just to enter and exit the Surrey Research Park with several experiencing congestion on the approaches to the park around the hospital and along Gill Avenue. Of the 26 companies located on the Research Park interviewed as part of the Guildford Business Survey, 14 mentioned congestion as being a problem and three stated that they were planning to leave the Research Park for this reason.

c) Key Land Uses on the SMC1 corridor

There are three key land uses located along the SMC1, which are all major trip generators and have historically grown fast, but are now being constrained by access problems and have considerable potential to be accessed by more sustainable modes of transport. They are:

• Royal Surrey County Hospital (RSCH) • Surrey Research Park • University of Surrey Stag Hill and Manor Park Campuses

Below, their main characteristics and transport patterns are summarised.

Royal Surrey County Hospital (RSCH)

The hospital currently supports 6,500 jobs both directly (hospital staff = 3,600) and indirectly through supply chain and contractors (including 1,200 bank and agency staff and circa 300-400 contractors). The Hospital has indicated difficulties in retaining and recruiting staff due to transport accessibility issues. The Hospital is the largest single employer in Guildford and currently 70% of staff drive to work.

It is a leading general hospital and specialist tertiary centre for cancer, oral and maxillo-facial surgery and pathology serving a population of 400,000 for emergency and general hospital services. The Trust is also the lead specialist centre for cancer patients in Surrey, West Sussex and Hampshire, serving a population of 1.2 million.

The Hospital’s economic report (see details below) also estimated that there are:

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Full Business Case Application Form • 150,000 visitors to patients p/a. • 5,850 external attendees to senior management meetings with an overnight

stay. • At any one time, training for 350 junior doctors p/a. • Training provided at the Royal Surrey County Hospital to staff from other

hospitals e.g. in surgical training and laparoscopic surgery at the Minimal Access Therapy Training Unit (MATTU).

Typical shift patterns for hospital staff are shown below:

Nursing (37.5 hours)

• Earlies – 07.00-14.00 07.30-14.30 08.00-15.00 hours • Lates 14.00- 10.00, 14.30-10.30 hours • 12 Hour Shift – 07.00-19.00, 07.30-19.30 hours • Night Shift – 20.00- 08.00 hours

Doctors (40 hours – plus on-call)

• 07.30 – 18.00, 07.30 – 19.30, 20.00-08.00 hours

Pharmacy/Physiotherapy etc. (37.5 hours – plus on-call)

• 08.00 – 16.00, 08.30 – 16.30, 09.00 – 17.00 hours

Non Clinical/Estates/Admin etc. (37.5) – Not on shifts

• 08.00 – 16.00, 08.30 – 16.30, 09.00 – 17.00 hours

Support staff, Cleaners, Catering etc.

• 06.30 – 15.30, 07.30 – 15.30, 09.00-18.30, 18.30 – 06.30 hours.

Issues:

The Trust has indicated the following problems for staff, patients and visitors:

• Many of the staff live west of Guildford (e.g., Aldershot in Rushmoor Borough) due to lower living costs. However, there are limited bus services providing direct access to the hospital from these areas whilst those using the train then have a 30 minute bus or walk journey time from Guildford station to the Hospital which dissuades people from using the train.

• Peak period congestion causes increased journey times and journey time unreliability.

• Accessibility to the site is restricted and therefore becomes gridlocked at peak times.

• Bus services from east of the hospital and Guildford town centre/station are delayed by congestion.

• The walking journey from east of the hospital from the town centre/station area is not pleasant or conducive to walking.

• Severe parking pressure for all users of the hospital significantly compromises the overall experience.

• Growth in staff numbers of 2-4% per annum. If this growth continues then the Trust have indicated that the number of Full Time Equivalent (FTE) staff would be between 3900-4700 by 2025 (current FTE staff number is 3100).

Based on the RSCH 2013 staff travel survey, car is the predominant mode of transport with 70% of staff driving to work and 8% using park and ride. 4% use a

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Full Business Case Application Form train, 4% use a bus, 7% walk and 3% cycle. In terms of access to an alternative mode of transport, 51% of staff stated that they did not have one.

The Hospital’s contribution to the local and regional economy is considerable, as demonstrated in the Economic Impact Assessment Study recently undertaken by the Trust by BiGGAR Economics. The Hospital has very close links with the University of Surrey and has an extensive education, training and research portfolio. The combination of the University and Hospital creates a critical mass in this area of Guildford, helping to attract companies to invest in the area, including some of those based at Surrey Research Park. In 2012/13 the Hospital contributed more than £312 million Gross Value Added (GVA) to the UK economy and supported more than 6,500 jobs. This included:

• Direct impact of £162.5 million GVA and 3,103 jobs, all of which were retained within the Borough of Guildford.

• Supply chain impact of £59.7 million GVA and 1,736 jobs, of which £4.4 million GVA and 122 jobs were retained within the Borough of Guildford.

• Staff spending impact of £67.0 million GVA and 1,599 jobs, of which £10.7 million GVA and 245 jobs were retained within the Borough of Guildford.

• Capital spending impact of £3.1 million GVA and 65 jobs, of which £0.2 million GVA and 4 jobs were retained within the Borough of Guildford.

• Tourism impacts of £0.6 million GVA and 33 jobs, of which £0.2 million GVA and 11 jobs were retained within the Borough of Guildford.

• Medical research impacts amounting to £19.6 million GVA across the UK.

In addition to these quantifiable impacts, the study also found evidence that the Hospital generates significant wider economic benefits that cannot so easily be quantified. Some of these benefits relate to improvements in the capacity, efficiency and productivity of the health sector workforce in the UK that are associated with the Hospital’s educational and training role.

Another particularly important source of wider economic benefit is the role that the Hospital plays in supporting the development and continued success of the biomedical sector in Surrey. It is estimated that this sector supports around 1,000 people on and around the Surrey Research Park - in addition to the jobs directly supported by the Hospital and the University of Surrey. The Hospital has played a key role in developing this sector by helping to attract inward investment from companies wishing to collocate with the Hospital. There are several reasons why companies may wish to collocate with the Hospital ranging from improved staff recruitment to the ability to collaborate on clinical trials but what is certain is that the sector would not have reached its current size if the Hospital did not exist.

Recent research undertaken by the Economic Development Team at Guildford Borough Council has identified the emergence of a growing digital health sector within the Borough with the potential for collaboration between the RSCH, Surrey Health Partners, The Pirbright Institute, the University of Surrey’s Faculty of Health & Medical Sciences and local SMEs. A number of these have highly innovative technology solutions that could be transformative for the sector (a number of whom are on the Research Park).

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Full Business Case Application Form However, congestion, journey time unreliability and accessibility issues will undermine these significant economic impacts and will also restrict future growth of the Hospital and the Research Park/University. Provision of SMC1 will help to reduce congestion and improve accessibility for staff, patients and visitors thus assisting with economic growth in this area.

Surrey Research Park and proposed expansion

Surrey Research Park, owned by the University of Surrey (UoS), is recognised as one of the most successful research parks in Europe, with 140 companies and circa 3,600 employees with a strong track-record of attracting private equity and inward investment. The University has indicated that the existing Research Park is about 95% occupied and densities of employment have increased with end occupiers such as BAE Systems, which is the largest company on the Research Park with approximately 1,100 employees within 97,000 sq ft GIA (circa 90 sq ft per person). UoS have indicated that circa 65% of workers drive to the BAE site and 60% of the BAE workforce travel between 20 to 25 miles to get to the site.

The quantified detail of the scale and importance of the sectors and technologies locally within Guildford and regionally within Enterprise M3 are summarised below.

High tech Sectors Demonstrating Growth in Guildford 2010-17

Total Enterprises Guildford

2017

Total Enterprises Enterprise M3 Region 2017

2651 : Manufacture of instruments and appliances for measuring, testing and navigation

5 90

6110 : Wired telecommunications activities 5 70 6120 : Wireless telecommunications activities 5 90 6311 : Data processing, hosting and related activities 10 120 6201 : Computer programming activities 175 1,435 6202 : Computer consultancy activities 495 5,655 6209 : Other information technology and computer service activities

80 865

3316 : Repair and maintenance of aircraft and spacecraft 5 75 5911 : Motion picture, video and television programme production activities

60 735

5912 : Motion picture, video and television programme post-production activities

15 130

7111 : Architectural activities 50 545 7112 : Engineering activities and related technical consultancy 260 2,690 7120 : Technical testing and analysis 15 115 7211 : Research and experimental development on biotechnology 5 20 7219 : Other research and experimental development on natural sciences and engineering

20 155

Source: UK Business Counts - enterprises by industry and employment size

UoS have also supplied details of a staff travel survey carried out on the micro and SMEs in the Surrey Technology Centre (the building is 74,000 sq ft but only 41,000 sq ft is used as office space because it is an incubator). This survey represents about 50% of the occupiers of this building. Total staff surveyed = 156 and mode of transport used to work was:

• Car = 74% • Walk = 7%

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Full Business Case Application Form • Train = 6% • Bus = 6% • Cycle = 5% • Car share = 2%

UoS have indicated that the total GIA on the Research Park as of August 2016 was 618,000 sq ft and assuming an employee density ratio of 150 sq ft per person = approximately 4,100 people working on the Research Park, the GVA per head on the Research Park is over £100k.

Whilst only limited planning weight can be afforded at present, the submission Local Plan allocation for Blackwell Park includes a proposed 10-11Ha extension of the Surrey Research Park. The Local Plan proposes approximately 320,000 sq ft of employment (B1) and applying the same ratio, this gives approximately 2,133 staff on site.

The Local Plan is expected to be adopted in 2020. Modelling for the Local Plan has assumed the scheme is completed as part of the mitigation works in order to demonstrate that the Local Plan is deliverable.

A recent economic impact study by the University found that the Research Park and its business incubation activities make a significant contribution to the Guildford, Surrey and the National economy as summarised below:

Innovation and Enterprise Impacts 2015/16

Source: BiGGAR Economics June 2017. Note: Totals may not sum due to rounding.

A competitive analysis of locations within the Enterprise M3 LEP area undertaken by Local Futures in 2013, ranked Guildford as the 2nd highest in economic scale, 3rd highest in productivity and 5th highest in competitiveness. Against this, Guildford has shown poor rankings in its ability to provide the operating conditions and infrastructure necessary to sustain these advantages. Against an England average score of 100, the Local Futures study ranked Guildford as 40 in terms of connectivity, 10 in terms of cost base and 22 in terms of growth in commercial floor space (1998-

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Full Business Case Application Form 2008).

SMC1 will address a barrier to the attraction of R&D activities from leading edge global companies and from dynamic ventures in the niche sectors prioritised by Enterprise M3. Prominent among this is the 5G research activity. 5G will generate a global market worth £11 trillion. Specialist 5G research currently undertaken on campus has scope to attract very large amounts of investment from international companies, (more than £80m in government and private investment has already been attracted) thereby providing a major global lead for the UK in these technologies in Guildford. Because floorspace on the existing Research Park is virtually full, accommodating these expanded activities will depend on the development of new employment space planned through the 10 Ha extension proposed in the emerging Local Plan.

Because usage of road infrastructure on the A3 and into the Guildford West area is considered by Highways England to be at full capacity during peak periods, it has to be demonstrated that any additional development (including transport mitigation) will not cause a residual severe impact to the transport system before they can be approved for development. Should development not proceed, a substantial level of international investment, for which there are very strong prospects, is likely to be deterred.

SMC1 is therefore needed to unlock this major constraint. The enhanced accessibility to staff and business visitors brought about by the project will provide the functionality necessary for the 5G activities to successfully compete with other global locations, generate the investment confidence needed to attract international research operations and continue to attract leading edge innovators to the park.

University of Surrey

The University of Surrey has approximately 13,700 students and employs circa 2,700 staff. There are no student car spaces on Campus and there are circa 1800 staff spaces which are provided on a permit basis (permits cost £350 per annum) with this money used to fund bus services. Current strategic initiatives include further development of the 5G Innovation Centre (in particular its application across a range of industry sectors) the establishment of a Medical School and a teaching hotel involving close collaboration with a wide range of local and national partners. UoS was named The Times and Sunday Times Good University Guide 2016 University of The Year. Since 1994, combined with its expansion plans, the University has invested significantly into its Travel Plan and wider Guildford transport improvements with a Travel Plan target of peak period trips to be capped within 5% of the 1999 baseline level. 64% of trips to the Campus are by car and students are not permitted to bring cars onto the campus.

As set out above, the University has a Travel Plan in place that contains parking and trip generation controls including:

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Full Business Case Application Form • Parking permits are charged for and there is an exclusion zone based on

postcodes in which employees of the University are excluded from purchasing a parking permit

• Colour coding of parking permits to allow the Travel Team to put in place exclusion days for specific coloured permits.

• Preventing students from buying permits. • Subsidising buses to the campus. • Providing on site student accommodation. • Subsidised bus passes for students • Significant cycle storage provision.

As part of their Travel Plan the University is required to restrict additional vehicular traffic resulting from the Manor Park development (student residences) to the ‘permitted increase’ (5% of an agreed baseline or 405 vehicles during the weekday period of 7am- 11am). The formal definition of the permitted increase is set down within a Section 106 agreement, dated May 2004.

The University has submitted regular monitoring reports to SCC. The last traffic survey was undertaken in 2017 and the resulting report was submitted to Surrey, concluding “The counts demonstrate that the University related trips remain well within the permitted increase of the S106 Agreement. Even if linked trips and the other non-University uses were added to the University trips the totals would remain within the permitted increase.”

The outline planning permission for the Manor Park campus permits a fixed quantum of space of different kinds. The development summary below for the Manor Park Campus gives details of what is permitted (of which some has already been constructed):

Residential

Academic and support

Permitted in outline

Constructed to date

In planning at 10 March 2016

Remaining capacity

143,350 sq m 14,178 sq m 0 129,172 sq m

Sports and associated


Constructed to date

In planning at 10 March 2016

Remaining capacity

32,400 sq m 11,225 sq m 0 21,175 sq m

(Note permission exists for a tennis centre of 6,550 sq m but this is not yet built).

In terms of the value of the University on economic impact during the academic year


Constructed to date

Planning permission has now been granted for

Remaining capacity

145,200 sq m 47,944 sq m 5,688 sq m (Block H) 30,172 sq m (Blocks P, Q, R)

61,396 sq m

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Full Business Case Application Form 2015/16 the University of Surrey contributed:

• Around £970m GVA and 11,200 jobs in Guildford. • Almost £1.2 billion GVA and 14,100 jobs in Surrey. • Almost £1.7 billion GVA and over 17,900 jobs across the UK economy. • Generates £6.48 economic impact for every £1 income earned. • Supports 6.93 jobs throughout the UK economy for each direct job at the

University.

Source: BiGGAR Economics, June 2017. The economic impacts of the University of Surrey go beyond those that have been quantified in the BiGGAR economic study. These include:

• Catalytic impacts associated with integrated research into the communications infrastructure of the future, such as 5G.

• Supporting the development of a wider innovation eco-system through the University’s integrated approach to research and business engagement.

• Contributing to the health and well-being of the residents of Surrey through the operation of Surrey Sports Park, one of Europe’s premier sites for sports and leisure.

• Contributing to the economic viability of Surrey town centre through staff and student spending and attracting visitors to the area.

• The creation of a new School of Veterinary Medicine which is integrating the local animal health sector into the development of research and future graduates.

For more details on the University Jobs and GVA benefits refer to Appendix M.

University Bike Share

The University of Surrey was one of the five finalists in the Santander Cycles University Challenge. The competition gave the university the opportunity to design and launch a cycle hire scheme for the local Community. UoS finished in 4th place with £69,906 of the £51,000 target raised through crowd funding from 466 supporters within a space of 33 days. However, it is understood that despite not being awarded the funding the University still intends to implement a scheme in 2018.

The scheme currently involves 50 pool bikes and seven docking stations connecting the Stag Hill and Manor Park campuses, cutting a 25 minute walk down to just a 10 minute cycle ride. The proposed new and improved cycle route improvements proposed as part of SMC1 Phase 1 will significantly support the UoS Cycle hire scheme by providing improved cycling conditions between the 2 campuses.

Guildford Borough Council is also consider a cycle hire scheme serving the rest of the town and these schemes are likely to be compatible to enable access to the bikes for all from a number of locations around the borough.

B2.2 Project objectives

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Full Business Case Application Form Based on the above analysis of the transport problems and issues and review of relevant national and local policies, the following objectives have been developed which will be used to measure the effectiveness of the options to be assessed:

• Promote economic growth and company retention (on a global, regional and local scale) by increasing travel choice to/from the existing and planned expansion at the Hospital, University Campus and Surrey Research Park.

• Improve accessibility and connectivity to the Hospital, University and Surrey Research Park.

• Reduce congestion levels in the local area and reduce impacts on the environment and on safety.

Section B5 below details sets out objectives of the LEP and other policies and programmes which are consistent with these objectives.

B2.3 How the scheme will address the issues

SMC1 has been identified to most effectively address the underlying transport issues that are creating barriers to growth, i.e. strategic and local road congestion and accessibility/connectivity. The resultant benefits in terms of facilitating economic growth through delivery of jobs and housing and supporting economic competitiveness are discussed further in Section B4. Section B6 shows how the scheme ties in with other policies and objectives in and around the area.

B2.4 Why this has not been addressed previously

Solutions are complex and difficult to deliver. There have been some improvements with the introduction of the Onslow Park and Ride (2014) and the traffic signals replacing the roundabout at the junction of Gill Avenue with Egerton Road (2012).

In recent years an emerging evidence base from the Local Plan and a strategy endorsed by Guildford Borough Council through the Guildford Town and Approach Movement Study (GTAMS) has led to the SMC concept being included as an essential component of the Infrastructure Schedule. A joined up approach has identified the need for a multi-modal access strategy associated with the high trip generating land uses of the University, Hospital and Research Park.

The formation of the Enterprise M3 LEP and the funding streams available through it has given Guildford Borough Council the confidence to invest in feasibility and resources to develop such schemes (for example the formation of Major Project Team at Guildford Borough Council).

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Full Business Case Application Form B3 What options have been considered to address this problem and why have alternatives been

rejected?

Guildford Town and Approach Movement Study (GTAMS)

GTAMS appraised an inventory of potential mitigation interventions to establish which of the interventions or packages would best support the vision for sustainable mobility in Guildford in 2050. The interventions broadly fell into the following categories:

• Intermediate and major highway infrastructure (e.g. A3 bypass). • Sustainable transport (walking, cycling, public transport). • Other interventions (rail improvements to regional locations).

GTAMS demonstrated that all of the sustainable transport interventions performed significantly better than highway infrastructure or other interventions.

One of the key principles underpinning the movement strategy outlined within GTAMS is ’incremental change’ which embodies the ethos of enabling small steps taken over a period of time rather than relying on a major scheme to solve all transport network capacity problems. As such, phase of SMC1 is essentially a means to an end that will incrementally contribute towards supporting the growth identified in the emerging Guildford Borough Local Plan.

GTAMS identified 2 types of SMC route treatments – but the proposed cross sections identified were found not to be deliverable on the SMC1 route corridor without extensive property and land acquisition due to the existing road network layout and its constraints.

SMC1 Optioneering work

Optioneering work was carried out as part of the SMC1 feasibility work and is reported in Technical Note 1 (attached as Appendix D). This reviewed a number of potential options and reasons for rejection and identified the proposed preferred option. The GTAMS SMC1 route between the Cathedral junction and the station was intended to route via the UoS Stag Hill Campus and then continue along a new Yorkies Bridge (SMC2) to connect to Walnut Tree Close and then onwards to the rail station. Yorkies Bridge replacement timescales are, as yet, unconfirmed and therefore an alternative interim option to route pedestrians and cyclists via Alresford Road and Guildford Park Drive to the station has been developed as part of the current SMC1 proposals.

Public Consultation

The proposed improvement works for the SMC1 corridor, including options for walking and cycling improvements along Egerton Road, were shared as part of the public consultation work. The consultation report is attached in Appendix E. The consultation work assisted the selection of the preferred scheme components. In particular, this work has informed the preferred walking and cycling improvements to the existing route through the subways as opposed to creating a new online route

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Full Business Case Application Form alongside Egerton Road through the underpass.

Although the consultation mainly sought to engage current users of the SMC route, it did not limit responses to existing regular users only and was open to responses from individuals based both elsewhere in Guildford and indeed outside of the borough as well. For this reason we are unable to ascertain a reliable ‘total population’ size from which suitable confidence intervals can be established and applied to the sample results.

It should also be recognised that whilst the feedback from a sample of respondents helped to inform a preferred solution, additional factors, including value for money and the impact on other road users were also considered.

There is some evidence for differing levels of support between scheme elements. This is likely to be partly attributable to usage levels and perceptions of the current issues along these sections. Tesco Roundabout and the Egerton Road junction are both key sections typically used by most people who use the corridor. Existing problems with queuing at these junctions are manifestly evident to those who use the route during the AM and PM peaks.

Surveys have been carried out that suggest the those working at the RSCH, Surrey Research Park (SRP) & UoS will be early adopters of the scheme. Employees/students of RSCH, SRP and UoS were specifically targeted with mail drops and publicity during the consultation to ensure high levels of engagement and awareness amongst these groups. Analysis of respondents shows a concentrated clusters of responses from users based near the SMC corridor, particularly around SRP.

Highways England Onslow Off-slip works

GBC and SCC are working closely with HE on the proposed widening of the A3 Onslow off-slip to ensure the SMC1 works at the Tesco roundabout are compatible with and complement the HE proposals.

B4 What are the expected benefits and outcomes on the local economy that will arise following delivery of the scheme (in terms of numbers of jobs, numbers of new homes, GVA, including assumptions used to reach these forecasts)?

The Department for Business, Energy and Industrial Strategy (BEIS) is currently taking forward a programme of Science and Innovation Audits, whose aims will include identifying and validating areas of potential global competitive advantage across the UK, providing the basis for stronger future bids for local investment and fostering collaboration between universities and local businesses, local authorities and LEPs.

The project supports the key priorities of the Government’s Industrial Strategy (highlighted more fully in B5 below) and also the refreshed LEP economic priorities (still

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Full Business Case Application Form in consultation) with associated outputs:-

• Retained jobs and new jobs created. • Supporting the growth of priority high growth sectors. • Key employer business retention. • GVA growth and GVA per head enhancements (GVA growth in Guildford has

slowed over the last few years with a commensurate fall in GVA per head). • Increased commercial floor space to meet the demands of growth. • Higher level skills and apprenticeships. • Housing/student accommodation.

SMC1 will enable Guildford West to expand as a base of technological excellence and thereby become a hub of true worldwide significance and the major anchor point of the M3 Sci-tech corridor.

The SMC1 will enable the delivery of the first phase of the extension of the Surrey Research Park. This should be able to proceed more smoothly with benefits accruing. An additional 31,000 sqm of R&D floorspace is expected to be constructed.

Due to the sustainable travel improvements, substantial inward investment from international companies involved in 5G research and downstream activity and expansions planned by local science-based companies in niche sectors will be captured. Development on two remaining plots on the existing Research Park will be able to proceed. Additional developer contributions are expected from the extended Research Park & Blackwell Farm. These are expected to help fund the next phase of the SMC1 along Gill Avenue.

Given the proposed investment in SMC1 and the complementary Guildford West station proposed at Park Barn, expansion of university faculties being planned on the Manor Park Campus is likely to be accelerated and create a wider spectrum of university facilities. Together, these would enable an increase in student numbers of 4,000 to be brought forward, together with organic growth of existing academic offerings.

The 5G technology research and innovation centre set up at the University, holds major potential to generate a significant array of new, globally significant ventures. 5G will create a global market worth £11trn, with the significance of the 5G research in Guildford being transformational in terms of having a catalytic effect in drawing in substantial amounts of investment.

It has already attracted £80m in government and partnership funding and other international companies have already expressed strong interest in locating 5G related research activities onto the Research Park. 5G is projected to increase annual UK GDP by 2.5% and between 20% and 40% of associated new jobs will be in the Enterprise M3 sub-region. In view of this, it is conservatively estimated that 5G will generate a further £250m in investment and 2,500 jobs in the medium term. 5G convergence will be a further growth generator with such niche sectors as mobile digital games, medical technologies and industrial services. Guildford has a major global lead in 5G R&D, but

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Full Business Case Application Form there are competing centres in South Korea and Germany ready to seize these opportunities if Guildford remains unready to exploit them.

Based on economic growth predictions carried out by GBC the wider economic benefits of Phase 1 SMC1 and the remaining sections of the SMC1 scheme (referred to below as Phase 2) are summarised below:

The project will also be helpful in creating the conditions for the bringing forward 1,500-1,800 dwellings within the proposed Blackwell Park urban extension to the west of Guildford. This is subject to adoption of the Local Plan and appropriate planning approvals.

B5 Explain how the project will contribute to the delivery of the priorities and objectives of the Enterprise M3 LEPs Strategic Economic Plan.

Enterprise M3 is currently going through a consultation to develop a new refreshed Local Industrial Strategy to supersede its existing Strategic Economic Plan (SEP). The five outline priorities that have identified focus on:

• Supporting major firms in critical growth sectors • Encouraging and supporting the EM3 as a location for Foreign Direct Investment • A focus on schemes that achieve growth at scale • Ensuring the right skills are developed to meet the need of our key sectors • Focussed support on high growth SMEs

The SMC1 project seeks to meet all these objectives, and also to ensure Guildford’s economy grows and remains resilient. The Borough is one of the foremost economic centres in the south east of England. Guildford has the highest percentage of office space in Surrey, at 13.6% of the total, and contributes £5.2 billion GVA to the UK economy [2015 figures]. A study of economic prospects in 2015 ranked Guildford as the best placed town to support future economic growth outside London. The study specifically cited the importance of the University of Surrey to educational attainment and the enhancement to business opportunities and the public realm from planned regeneration schemes around the rail station. The LEP identifies Guildford as a ‘growth town’ with the potential to deliver an evolving and vibrant economy, but also help drive growth indirectly elsewhere supporting step up towns such as Aldershot. Recent economic growth in Guildford has come primarily from high value R&D sectors including

Total Phase 1 Phase 2 TotalSummary of ImpactsJobs Created 2,639 854 1,786 2,639Indirect Jobs 132 43 89 132Construction Jobs 620 310 310 620Jobs Safeguarded from Averted Relocations 538 269 269 538Commercial Floorspace Developed or Upgraded sqm 16,500 16,500 16,500Net Increase in Commercial Floorspace 16,500 16,500 16,500Additional homes brought forward 0 0Additional GVA Generated per Annum £294,907,143 £51,214,592 £243,692,550 £294,907,143Additional Annual High Level Skills Qualifications 4,000 2,000 2,000 4,000

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Full Business Case Application Form ICT, healthcare and bioscience, satellite technology and computer games such as high profile businesses Electronic Arts and Media Molecule. The Borough is also home to some key global players including Ericsson, Allianz, BOC and Avaya. Retail, business services and the visitor economy are also highly significant to economic growth within the area.

The Enterprise M3 area is located at the heart of a transportation hub connecting UK businesses to the rest of the world. Fundamental to the economic prosperity of the area is therefore the effective functioning of this strategic transport network by air, rail and road, which will assist people access jobs, enable businesses to connect with each other and with their customers and help unlock planned development.

The SEP recognises that Guildford, together with other Growth Towns such as Basingstoke, Farnborough and Woking, delivers one third of the jobs and GVA in the Enterprise M3 area. It is estimated that between 2014 and 2019, these towns will experience a total GVA increase of approximately 14% compared with 13% forecasted for the Enterprise M3 as a whole and 11% for the UK in the same period.

The SEP acknowledges that ensuring these towns’ continued success is fundamental to the success of the whole area and the UK economy as a whole and that, growth packages for the key Growth Towns would include projects around congestion and housing and specific infrastructural investments to further grow the business visitor economy. A sustainable transport package for Guildford has been identified as one of the 3 key area based growth packages in Guildford.

The sections below summarise how SMC1 aligns with and supports the SEP key priorities:

Invest in Sustainable Transport Packages – SMC1 includes improvements to walking, cycling and bus as modes of transport, which will help reduce dependency on the car and will reduce congestion.

Ensure County Council partners and Highways England effectively manage and maximise capacity and efficiency of road network – SMC1 has been developed in close partnership with partners including:

• Highways England – SMC1 has been designed to coordinate with HE proposals for improvements to the A3 Onslow off-slip widening works - coordinating these works will ensure maximum network wide benefits are achieved.

• UoS - SMC1 has been designed in close cooperation with UoS to link up with the UoS Travel Plan, the potential Bike share scheme and to support UoS Campus and Research Park expansion plans.

• RSCH – SMC1 has been design in close cooperation with RSCH to link up with the RSCH Travel Plan and planned expansion plans at RSCH.

Innovation and Enterprise

In the context of innovation and enterprise, the project addresses the Enterprise M3 SEP core priorities including:

• It addresses barriers to the expansion of a major engine of growth within the EM3 Scientific and Technology Corridor, including the development and commercialisation of the 5G mobile communications technologies, satellite technology, cyber security, animal health, advanced materials and computer games priority niche sectors, all of

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Full Business Case Application Form which are key to delivering to the LEP’s key priorities.

• It will facilitate the realisation of Guildford’s Growth Town targets by enabling further investment in high quality R&D and high tech incubation space to take place.

In addressing the LGF strategic or project priorities the project will:

i) Significantly boost the sub-region’s international competitiveness.

ii) Enhance sub-regional strengths in the digital technologies sectors.

iv) Lead to investment in employment and incubation space.

v) Build on prior LGF funding supporting the 5G Innovation centre, the Enterprise M3 Growth Hub and the recently completed Animal Health research centre.

vi) Generate an additional £60m GVA per annum in the Guildford area and wider sub-region.

Skills

The project will directly impact upon the provision of skills to improve the economy and drive productivity and growth, in line with SEP priorities. In addressing the LGF strategic or project priorities the project will enable the bringing forward of significant new centres of University expertise and enhance their effectiveness and sub-regional impact for both pre-university and University higher skills provision.

The University of Surrey is now one of the UK’s top professional, scientific and technological universities with a leading reputation in teaching and research with a world class Research Park, named as The Times and Sunday Times University of the Year in 2016. The University’s Professional Training placement programme is one of the largest in the world. It is highly regarded by employers as it adds considerable value to their productivity as well as to the wider economy. The University is continuing to diversify the courses offered and the research base, which reflects in the diversity of the innovation and the businesses generated.

In addition to the new £80 million 5G Innovation Centre (part funded by the M3 LEP) and £45 million new School of Veterinary Medicine, the University has plans for the development of additional university faculties, including a medical school generating 150 qualified doctors per annum, an expanded business school and a hotel and conference centre to be used for teaching and research. Together, these have scope to generate an additional 4,000 students and 63 additional apprenticeships.

Unlocking Housing

There is potential scope for further expansion of the estate for housing as part of the proposed urban extension to the west of Guildford, subject to allocation in the Local Plan and eventual planning approval.

Transport

The project directly impacts upon the prospects for the 10-11 Ha expansion of the Surrey Research Park and the expansion and redevelopment of Royal Surrey County

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Full Business Case Application Form Hospital. The proposed Local Plan allocates the majority of the borough’s total additional office and R&D allocation to the Guildford West area. Clearly, enhanced transport infrastructure for this area is important if the economic growth needs of Guildford are to be effectively addressed to include:

• New employment space created = 30,000 sqm. • New retail space created = 1,160 sqm. • New education space developed (primary school – two form entry and

secondary school – up to six form entry).

As outlined in section B2, further investment and growth at the Hospital are predicated on the necessary infrastructure to support the hospital’s ambitious plans and to attract and retain students and support staff for the various academic institutions.

SMC1 will connect these areas that are drivers for growth for the future within Guildford which has been identified by the LEP as one of the 4 Growth Towns. SMC1 will engender a potential modal shift away from single occupancy car trips to viable sustainable modes such as walking, cycling and bus use. This will unlock network capacity to accommodate predicted future increase in vehicular trips and will drive growth in this Growth Town.

Wider Policy alignment

The SMC1 scheme complies with National and Local Plans and policies on economic growth, including the Government’s new Industrial Strategy, the promotion of sustainable transport modes and reduction in congestion. The project aligns with the key priorities identified in the Government’s new Industrial Strategy (the LEPs are being asked to reframe their own economic priorities as local industrial strategies). It supports the five foundations of that Strategy in the following ways:-

Ideas – The Surrey Research Park, Surrey Technology Centre, Royal Surrey County Hospital and University are centres of considerable research and innovation across a range of key sectors and improving access and operating conditions will drive productivity improvements in the economy.

People – The Project will safeguard and create new jobs through supporting the planned University Campus Masterplan and future expansion of the Research Park.

Infrastructure – upgrading the road network and encouraging modal shift in this vital economic area will essential for future growth, business retention and private/public sector investment.

Business environment – improving access to the Research Park will support the growth of internationally significant growth sectors and scale up companies including cyber security, gaming, satellite technologies and digital health and will mitigate congestion issues highlighted in the business survey.

Places - The project supports the wider prosperity agenda. The University and RSCH

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Full Business Case Application Form provide significant public sector jobs and local employment opportunities which is important for communities nearby some of which have high relative levels of deprivation.

Improved infrastructure, particularly the need to address the difficulties of congestion that cause delays and make journey times unpredictable is one the seven priorities highlighted in the Guildford Borough Council Economic Strategy 2013-31. Specifically the SMC1 scheme complies with the following plans and policies:

National Planning Policy Framework (NPPF) 2012 - SMC1 complies with NPPF in terms of providing viable infrastructure needed to support sustainable development and maximising opportunities for sustainable travel modes.

Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen – this indicates the link between a well-functioning transport system contributing positively to economic success.

Strategic Framework for Road Safety - aims to reduce the relatively high risk of accident posed to cyclists on UK roads. SMC1 provides improved facilities for cyclists.

Equality Act 2010 - emphasises need for transport to be accessible by all - SMC1 provides improvements for pedestrians, cyclist and bus users.

Climate Change Act 2008 – established long term framework to reduce UK Greenhouse Gas (GHG) emissions. SMC1 by reducing traffic and congestion coupled with encouragement of more trips by walking and cycling would reduce Carbon, Sulphur and Nitrogen Oxides and particulate emissions on the Corridor.

Highways England - Accessibility Strategy May 2016 - SMC1 supports the Guiding Principles of this HE document in terms of:

• Helping to deliver a modern network that better connects people and communities by providing and maximising access to everyday activities.

• Better integrating travel along the network with other transport modes, and helping people to travel by their chosen mode.

• Developing a network that is inclusive of all by supporting choice for a diverse range of users

• Delivering early and meaningful engagement, consultation and partnership working with users and local communities.

• Understanding and managing the impact of HE’s activities on local communities.

SMC1 provides the headway for a relatively small capital investment to enable growth to happen in this area and provide modal shift away from the car.

EM3 LEP - various documents including Strategy for Growth, Delivery Plan, Working for a Smarter Future, SEP, Growth Deal Ambitious for Growth and Influencing Strategic Transport in the South East.

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Full Business Case Application Form EM3 LEP stated transport objectives are to:

• Deliver and improve connectivity through transport investments across the Enterprise M3 area – particularly within and around our Growth Towns and Step-up Towns.

• To increase journey-time reliability. • Increase the capacity of our transport network. • Unlock new housing and business sites.

Within the LEP documents EM3 identifies:

• Growth Towns (including Guildford): o “Four interconnected centres, within the top 100 best performing UK

localities. The Growth Towns are key to driving economic growth across the Enterprise M3 area with over one third of the jobs and GVA growth located in these places”.

The LEP indicate that 1 in 10 businesses have stated that transport congestion is a barrier to growth – SMC1 will help to alleviate this congestion and remove this barrier to growth in the local area.

With reference to the Surrey Research Park (identified by the LEP as a catalyst for growth) EM3 LEP indicate that investment in infrastructure is needed to capitalise on the potential of the 5G Innovation Centre at the Surrey Research Park. The Research Park has told the LEP that congestion on the A3 in Guildford has already had a negative impact, discouraging investment from key companies in recent years. Failure to address this challenge and to improve journey-time reliability and connectivity with the airports could see the 5G Innovation Centre and the wider Surrey Research Park lose out on future investment, or for the UK to lose its competitive advantage to other global centres

SMC1 will help to deliver the stated LEP aims for Guildford by improving connectivity and providing transport network capacity within Guildford, which will support economic growth from new housing, business sites and specifically growth within the Surrey Research Park.

The EM3 Growth Deal - On 31 March 2014, the EM3 LEP submitted the Strategic Economic Plan, Growth Deal submission and Delivery Plan to Government setting out the priorities and delivery plans for economic prosperity, including a £340m proposal for funding from the Local Growth Fund backed by £392m of local funding. This included the £24.3m EM3 received for transport projects for the period 2015/16 to 2018/19. For Guildford this identified measures including:

• A package of transport projects including improvements to the Guildford Gyratory and a sustainable transport programme.

• Guildford College “Digital by Default” Skills Capital proposal. • Collaboration with partners around the 5G Centre of Excellence to exploit the

potential of the University of Surrey and the Research Park.

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Under Smart Connections, the LEP identify that “world-class connectivity is required to match our world-class businesses. Congestion across the area is significantly reduced. Our journeys are smarter - with more reliable journey times and better real-time information – and more sustainable, with high quality rail and bus connections across the area.” SMC1 will support this vision.

The influencing strategic transport in the South East study identified that transport projects could produce further boosts of up to £20b p/a to the South East economy – specifically for Guildford this study identified that enhanced transport connectivity will be essential to unlocking the potential of the fast developing ‘high tech’ sector and that congestion and delay will choke future growth. The study concluded that improved connectivity will facilitate continued economic expansion in the South East. This will be achieved by increased productivity, improved access for workers to labour markets and providing businesses with improved access to a larger pool of qualified workers.

Surrey LTP3 – this is the statutory plan for the County and sets out a vision to promote economic vibrancy in Surrey by helping people meet transport needs in an effective, reliable, safe and sustainable manner. SMC1 aligns with a number of the key LTP3 strategy documents including:

• Air Quality Strategy SMC1 is aligned with the preferred strategy for Air Quality Action Plans particularly in terms of supporting travel choices which are better for air quality.

• Congestion Strategy – SMC1 will reduce congestion, improve the reliability of journey times and reduce delays along the corridor which will benefit all transport modes.

• Surrey Cycling Strategy – SMC1 follows the cycling strategy best practice principles including segregating cyclists from motorists on busty routes, prioritising key destinations (e.g. UoS, RSCH, Research Park), making routes inclusive and utilising quieter streets and off road where possible.

• Local Bus Strategy – key targets in this strategy include bus punctuality and reliability. By tackling congestion, SMC1 will contribute to an improvement in bus journey times and reliability.

• Climate Change Strategy – SMC1 by reducing congestion and encouraging walk, cycle and bus use as modes of transport will contribute to a reduction in CO2

emissions on the corridor. Guildford Borough Local Transport Strategy (SCC) Based on the LTP3 vision and objectives, SCC Environment and Infrastructure Directorate Vision and Priorities, and the Local Plan objectives, the following objectives and strategic delivery priorities were defined: Objective 1: Road congestion - Manage congestion at hotspots within the Borough through:

• Introducing “soft” and in some cases supported by “hard” transport planning

measures to reduce the vehicle movements and establish green transport corridors.

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Full Business Case Application Form • Operating existing capacity more efficiently introducing arterial and incident

management to improve journey time reliability. Objective 2: Public transport - Promote movement by public transport between towns and villages and major destinations both within and outside the Borough by:

• Establishing and promoting public integration to enhance access of businesses

and residents and reduce isolation. • Improving quality and reliability of public transport services. • Upgrading the public transport infrastructure to increase its attractiveness and

manage overcrowding on peak periods.

Objective 3: Pedestrians and cyclists - Promote movement on foot and by bicycle within Guildford’s towns and villages and to their neighbouring communities by:

• Improving pedestrian and cyclist accessibility to reduce traffic, which causes

local air pollution and vehicular emissions. • Preserving and enhancing the public realm. • Introducing a comprehensive way finding system to enhance navigation. • Improving the network infrastructure, safety and legibility for pedestrians and

cyclists in all settlements. • Encourage greater levels of walking and cycling by using smarter choices and

social marketing techniques. • Improving the quality of travel information for all modes of transport to ensure

residents and visitors make the most appropriate travel choices for their journey.

The Guildford Borough Local Transport Strategy contains within it the Draft Guildford Borough Forward Programme (November 2014) - within this SMC1 is identified as a long term scheme.

Guildford Borough Council submission Local Plan: strategy and sites (December 2017) (subsequently referred to as the Local Plan) plus supporting documents (e.g. Infrastructure study) - Guildford Borough Council

The Local Plan has been submitted to the Secretary of State and an Inspector has been appointed. We expect the Local Plan to have its Examination in Public early in 2018 and to be adopted as soon as possible after the Examination.

The new Local Plan consists of two parts. This document, the ‘Local Plan: strategy and sites’, sets out our vision, aims and strategy for the borough up to 2034. The document contains overarching planning policies and allocates land for housing, employment, community facilities and other types of development. The second part of the Local Plan, to be known as the ‘Local Plan: development management policies’, will be produced following the adoption of this document and include detailed development management policies.

Relevant to SMC1, the Local Plan has the following Policies:

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Full Business Case Application Form • Policy S1: Presumption in favour of sustainable development • Policy S2: Planning for the borough - our spatial development strategy • Policy H1: Homes for all • Policy H2: Affordable Homes • Policy E1: Meeting employment needs • Policy E2: Locations of new employment floorspace • Policy E3: Maintaining employment capacity and improving employment

floorspace • Policy E4: Surrey Research Park • Policy E6: The leisure and visitor experience • Policy E7: Guildford Town Centre • Policy E9: Local Centres and isolated retail units • Policy D1: Place shaping • Policy ID1: Infrastructure and delivery • Policy ID2: Supporting the Department for Transport’s “Road Investment

Strategy” • Policy ID3: Sustainable transport for new developments

Guildford Town and Appraisal Movement Study (GTAMS) (March 2015) - Guildford Borough Council

Relevant to SMC1, the Movement Strategy identifies key principles including:

• Adaptability and flexibility - The strategy is intended to cover a long period of time (to 2050) and therefore it must be able to be modified to suit the external environment as conditions change around Guildford, and as the pace of change varies with social, technological, economic, environmental and political cycles.

• Resilience and sustainability - The strategy should help the town deal with future shocks and events, such as fuel price hikes or major weather events, providing alternative and efficient ways to travel within and to the town.

• Incremental change - The strategy should not rely on a major scheme solving all the problems; it should enable small steps to be taken through shorter-term independent projects. It should also develop long-term overarching integrating programmes. This approach builds confidence in results and provides feedback into on-going projects.

• Balance and choice - The strategy is not forcing people to do anything, it is providing a balanced offer and a real choice about how they move around the town for different purposes in the future.

Optioneering - GTAMS identified a long list of options and through a sifting exercise identified a short list of options where walking, cycling and bus improvements were ranked with high priority – GTAMS recognised the opportunities to develop these opportunities as part of a Sustainable Movement Corridor.

GTAMS identified an Action Plan for Guildford Borough Council priorities to support the 2050 vision of Guildford, which included “Develop the sustainable movement corridor

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Full Business Case Application Form concept, providing a priority pathway through the town for pedestrians, cyclists and public transport”.

Guildford Borough Council Corporate Plan 2015-2020

The Corporate Plan includes an action to work in partnership with SCC and EM3 LEP to improve cycling and walking networks and provide better bus services to and around Guildford.

Guildford Borough Council Transport Strategy (2017) - Guildford Borough Council

Relevant to SMC1, the Transport Strategy identifies in relation to rail that there is growing rail overcrowding on services in Guildford borough and restricted opportunities for users to access rail stations by walking, cycling and bus. The strategy identifies as LRN2 - A3/Egerton Road Tesco Roundabout improvement scheme and SMC1 - Sustainable Movement Corridor: West.

Also relevant to SMC1 scheme appraisal, the 2017 Transport Strategy identifies the following schemes:

• NR2 - the proposal for a new rail station at Guildford West at Park Barn with delivery anticipated between 2024 to 2029 and a cost estimate of £10m.

• LRN1 - Guildford Town Centre Transport Package • LRN3 - New signalised junction from Blackwell Park site to A31 Farnham Road. • LRN4 - Access road at Blackwell Park site with link to Egerton Road. • LRN5 - Interventions to address potential highway performance issues resulting

from development at Blackwell Park site. • ASP4 - Guildford Town Centre Transport Transformation Package. • BT6 – Significant bus network serving the Blackwell farm site and key

destinations

Guildford Borough Council Economic Strategy 2013-2031

This sets out the long-term economic strategy for Guildford identifying infrastructure as one of the key cornerstones for growth. Specifically transport infrastructure is highlighted a key issue facing the success of businesses with inadequate transport and congestion cited as 2 of the major reasons why businesses in the area were considering relocating to outside the Borough. The Strategy states that investment on congestion relieving infrastructure has the potential to unlock areas and enable business expansion, subsequently creating jobs. Increased levels of walking, cycling and public transport form part of the vision to create a thriving economy by 2030.

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Full Business Case Application Form B6 Summarise what the scope of the scheme is (what are the key components e.g. numbers of

junctions or traffic signals, pedestrian/ cycle improvements, public realm elements). Provide details of whether any potential exists to reduce project costs and still achieve the desired outcomes – through value engineering.

Overall SMC 1 consists of improving walking, cycling and bus links and to reduce congestion and improve road safety between the Research Park and Guildford train station. The overall SMC1 scheme proposals are shown on Drawing Numbers 87, 88 and 94 and in summary the works comprise:

Gill Avenue

• Widening of Gill Avenue to provide 2 lanes in each direction. • Widening of the existing footway/ cycleway alongside the Hospital frontage to

create a 5m wide segregated footway/Cycleway

Egerton Road/Gill Avenue Junction

• Widening of the Egerton Road east approach to create 4 approach lanes and a bus lane.

• Creation of a straight across crossing for pedestrians and cyclists across Egerton road North arm.

Formalisation of walking/cycle route through Bannister Park

• Surfacing of existing informal route through Park linking Egerton Road Signals with Ashenden Road (Tesco).

Tesco Junction

• Widening of approaches and signalisation of all arms of junction (except Ashenden Road).

• Creation of Toucan crossing of Ashenden Road. • Creation of pedestrian crossing of Egerton Road west side. • New Bus lane on Egerton Road east side. • Tie in with HE A3 Onslow off-slip improvement works

Enhancement of existing pedestrian cycle route from Ashenden Road to Stag Hill Campus

• Widening of existing footway and cycleway on approaches to both subways. • Improvement to lighting along route and through subways. • Introduction of CCTV in Stag Hill Campus subway. • Formalisation of route from Egerton Road subway to Town centre via St Johns

Road.

Cathedral junction

• Creation of new walking and cycling routes and controlled crossings - however these are subject to change with HE wider A3 improvements.

Interim route Cathedral junction to train station

• Route cyclists on quieter Alresford Road via signing, traffic calming and creation of short section new shared use footway/cycleway between the Chase and Alresford Road.

• Traffic calming on Guildford Park Drive and minor footway improvements.

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Full Business Case Application Form • Swop taxi bay and bus stop locations at the train station Guildford Park Road

access.

This Business case is in respect for funding for the first phase of SMC1 (subsequently referred to as Phase 1 SMC1). For the purposes of this Business Case and the available funds the works as shown on Drawing Nos. 1201, 1202 and 94 are proposed involving all the above but excluding the Gill Avenue widening and full Egerton Road/Gill Avenue signal junction improvements and the scheme will be refined further as part of detailed design.

A risk workshop was held with key stakeholders at which key risks were identified and from which value engineering design changes have been carried out. The Phase 1 design has been further informed by the public consultation work, C2 searches and detailed topographical surveys.

B7 Provide details of any related or dependent activities that if not successfully resolved to conclusion would mean that the full economic benefits of the scheme may not be realised.

SMC1 relies on formal agreement with RSCH NHS Trust and UoS on land required. Both UoS and RSCH have confirmed their agreement in principle to provide this land.

GBC have confirmed that Planning Permission is not required other than possibly for the cycle route through Banister Park. This is a very low risk issue as there is substantial support for the scheme progressing as identified during the public consultation exercise.

HE have been involved to date though at present they do not form part of the Steering Group. We are currently discussing the 3rd party works procedure and will be liaising closely with them throughout the project. They will be invited to join the Steering Group as the project progresses.

SMC1 will need approvals from HE in terms of the tie-in with works on the Onslow off-slip - discussions around this are well underway with HE.

Licenses will be required to secure lane closures and potentially temporary TROs to restrict speeds during construction. These will be arranged concurrent with the detailed design in order to keep lead-in times to a minimum.

Notices will be required to deliver the new controlled crossings - this will be arranged concurrent with the detailed design in order to keep lead in times to a minimum.

Utility companies for diversions as required. In advance of works gas, electricity, BT and fibre optics and water diversions may be required. A utilities radar survey is being commissioned to clarify the requirements. The risk register includes a line for coordination with utility companies (risk 7) and a line for unknown (risk 8). The latter has been given a 0% probability as all utilities risks are covered in risk 7.

Coordination with other planned schemes

GBC has submitted additional proposals to EM3 in conjunction with SCC for other

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Full Business Case Application Form schemes in the ‘Unlocking Guildford’ Transport Package. These works will be coordinated in order to keep traffic disruption to a minimum. Where works would cause disruption, notably at the Tesco roundabout it is anticipated that the works will be carried out at night. Note that much of the works is off line and hence unlikely to cause disruption. The economic impacts of delays during construction have therefore been excluded.

In addition, the scheme is being coordinated with the HE slip road improvements to the Tesco roundabout junction.

B8 Summarise what will happen if funding for this scheme is not secured. Would an alternative (lower cost) solution be implemented (if yes, please describe this alternative and how it differs from the proposed scheme.

The SMC1 scheme would not proceed without the funding.

Improvements to the A3 are expected to be delivered by 2028, which it is acknowledged could benefit the area to some extent. However, there is a pressing economic need to take positive action before then.

Without the proposals, the existing activities and operations may continue to be significantly constrained, as will any expansion of these activities. The opportunity to attract new investment from 5G development work will be compromised and growth in the local digital technologies sector may be inhibited. Outward relocation from the Research Park from businesses outgrowing their accommodation to locations outside Guildford and beyond can be expected. SMC1 provides vital transport accessibility and capacity enhancements for these key developments to proceed. As such, if SMC1 is not built then it is likely that much of the Borough’s potential outlined above to deliver new housing stock and extend reach from a regional to an international centre for business, health and research, will not be maximised.

The A3 Onslow off-slip improvement proposed by Highways England will not provide its optimum capacity improvement on this part of the network without the complementary improvements proposed with this Phase 1 SMC.

B9 What is the impact of this scheme on any statutory environmental constraints (e.g. Local Air Quality Management Zones)?

SMC1 does not directly address any existing AQMA. However, the National Air Quality Plan for Nitrogen Dioxide, published in July 2017 named Guildford Borough Council as needing to undertake a feasibility study to achieve air quality limits in the shortest possible time. The Plan identified a straight-line exceedance of the statutory annual mean limit value for Nitrogen Dioxide along the A331, Blackwater Valley Road. The Council is working in partnership with Rushmoor Borough Council, Surrey Heath

40


Full Business Case Application Form Borough Council, Surrey County Council and Hampshire County Council to produce the feasibility study.

With regards to other environmental impacts caused by transport in Guildford town, GTAMS predicts an increase in the CO2 emissions by 12% in 2031 if the current level of motor vehicle usage is left unchecked and no mitigation measures are implemented. Corresponding noise levels are predicted to increase by 8% in 2031. The enhancements to walking, cycling and bus use as proposed within SMC1 will positively contribute towards modal shift from single occupancy car usage as modes of transport.

Therefore, SMC1 is considered beneficial for air quality.

Section C: The Financial Case

C1 What is the total cost of the project?

£3,850,000

A detailed breakdown of the scheme cost is attached in Appendix N. Two options are costed and Option 2 applies to the preferred scheme. The basis of the unit costs are obtained from standard highway costs applied to schemes as applied elsewhere by WYG, the consultants who have designed the scheme.

C2 What is the capital funding request from the LEP?

£2,725,000

C3 What percentage of the total transport project cost is the LEP funding request?

71%

C4 How is the remainder of the transport project cost to be funded?

£1,125,000 is being contributed by Guildford Borough Council

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Full Business Case Application Form C5 Set out the funding profile for the scheme in the table below

£ 2017-18 2018-19 2019-20 2020-21 Total

EM3 LGF Funding Sought (Capital)

0 1,140,000 600,000 985,000 2,725,000

LTA Contribution (Capital) 0 0 0 0

LTA Contribution (Revenue)

0 0 0 0

Third Party Contribution (Capital)

0 25,000 550,000 550,000 1,125,000

Third Party Contribution (Revenue)

0 0 0 0

Total 1,165,000 1,150,000 1,535,000 3,850,000

C6 Set out a breakdown of the estimated costs of the scheme in the table below

Project component – cost heading (including 44% optimism Bias)

Cost (£000s) Date Estimated

Status (e.g. Target Price)

Highway improvements at Tesco junction, Egerton Road signals and Gill Avenue widening

£2,920,000 December 2017

Priced from schedule of works

Bannister Field Cycle route £150,000 December 2017


Pedestrian and Cycle improvements between Tesco and Stag Hill subway

£410,000 December 2017


Pedestrian and cycle improvements from Stag Hill subway to train station

£370,000 December 2017


Total £3,850,000 December 2017

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Full Business Case Application Form C7 Provide details of all non-LEP funding contributions to the scheme costs. This should

include evidence to show how any third party contributions are being secured and a firm commitment from each third party and confirmation of when this contribution will become available.

Name of Contributor Amount Committed £000s)

Location of evidence of participation

Guildford Borough Council £1,125,000 S151 officer sign off

C8 Please provide evidence on what risk allowance (optimism bias) has been applied to the project cost and on what basis this was derived.

Based on a risk workshop, the risk value has been calculated as £625,000 (for the whole SMC1 works)

In accordance with WebTAG 3.5.9 Table 8, 44% Optimism Bias (OB) was assumed within the economic calculations and the contingency value has been removed. The OB value of 44% is significantly higher at £1,169,475 than the risk value (£625,000) which gives confidence in the scheme budget and resultant economic calculations.

Background inflation using the WebTAG GDP deflator has been used to inflate construction costs.

For the purposes of the economic assessment (not the Financial Case) the risk value has been added to the overall costs.

Including the risk value in the costs gives a BCR of 3.02.

C9 Provide an explanation of the process that will be followed in dealing with cost over-runs.

The scheme has been developed by an experienced independent consultancy. GBC would control any potential cost overruns through value engineering, reviewing scope and seeking additional local contribution.

C10 What are the main risks to project delivery timescales and what impact will this have on cost? (you should refer to the Risk Register – see Section F13).

A risk workshop was held with all key stakeholders in September 2017 and a copy of the risk register is included in Appendix F.

C11 Please explain how cost over-runs will be shared between non-LEP funding partners. LEP funding will be capped and will not be able to fund any cost over-runs.

GBC would control any potential cost overruns through value engineering, reviewing

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Full Business Case Application Form scope and seeking additional local contribution. GBC confirm that they would be accountable for any cost overruns.

C12 Will the project require on-going revenue support? If so, how will this be funded?

No as the scheme will become adopted public highway.

Loan Applications

C13 Please list the source(s) of loan repayment.

n/a

C14 Please set out the preferred loan repayment term.

n/a

Section D: The Economic Case

Transport Economics

D1 Please provide a description of your assessment of the impact of the scheme to include:

a) Significant positive and negative impacts (quantified where possible);

b) A description of the key risks and uncertainties;

c) If used, a short description of the modelling approach used to forecast the impact of the scheme and the checks that have been undertaken to determine that it is fit-for-purpose

Significant Negative Impacts:

Not all benefits will be realised by SMC1 phase 1 This means that there will remain work to be done and the initial phase may not fully meet the expectations of some stakeholders. Potential for pedestrian/cyclist conflict To address this the width is to be maximised and segregated where possible, there will remain a high flow through the underpasses which will need to be signed to request that cyclists give way to pedestrians and ride considerately. Potential for induced traffic

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Full Business Case Application Form The peak flows are currently suppressed by people choosing to travel outside the peak wherever possible. The new layout may tempt some of these people to travel during peak times or alternatively to revert back to the private car as a means of transport. Impacts during construction There will inevitably be some negative impacts on traffic flow during the construction phase of SMC1. However, any such effects would be short-lived and localised in nature. Summary We are confident that all of the above identified potential negative impacts would be significantly outweighed by the positive impacts arising from the proposals.

Significant Positive Impacts:

Cycle Infrastructure:

New and improved segregated cycling routes as well as a clearly signed on-street cycle network, is estimated to provide 117 additional cycle trips per day. The current number of daily cycle trips on the assessed corridor (Egerton Rd to Ridgemount Junction: Link 2-4) is 1680. This is based on, on-road and off-road cycle counts undertaken along the corridor. A 117 increase in daily cycle trips was calculated by comparing existing and proposed cycle infrastructure. This shows a 6.96% increase in daily cycle trips. 32 of these trips are estimated to be the result of motorists switching from car travel. Over a 20-year appraisal period, these improvements will provide significant health, decongestion and journey quality benefits. The total cycle benefits over this period is equal to approximately £1,670,712.

A relevant benchmarking scheme in Guildford is the Guildford Town Centre Project (GTCP) planned to provide 3.49km of cycle improvements, compared to just the 1.63km of cycle improvements proposed for the Guildford Sustainable Movement Corridor (SMC). The economic case for GTCP used 2001 Census data to gather that 1711 people at the time commuted by cycle, and as an increase of 16% was expected (based on an elasticity rate and comparing improvements to current network), an addition of 266 cyclists per day was calculated. If we used the same elasticity rate of 1.415, and presumed the same existing cycle network of 32km for the SMC project. We would see an extension of 5.09% to the existing network, and therefore an increase of 121 additional cyclists, which is extremely close to our calculated figure of 117. The calculations are displayed below:

1680 (daily cycle trips) * 1.415 (elasticity rate) * 0.0509 (extension of network) = 121 additional cyclists.

Walking Infrastructure:

Improved segregated walking routes, with refurbished subways and safe crossing points, is estimated to provide 345 additional walking trips per day. 94 of these trips are estimated to be the result of motorists switching from car travel. Over a 20-year

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Full Business Case Application Form appraisal period, these improvements will provide significant health, decongestion and journey quality benefits. The total walking benefits over this period is equal to approximately £4,642,851.

Similar attempts to improve subways from elsewhere in the UK have been investigated to see whether there are comparable benefits, however, no data has been found to date, partly due to the unusual nature of this part of the scheme. Instead, we have used WebTAG and BCDM guidance to build a picture of the benefits that should accrue to this scheme.

Reduction in Accidents at Tesco’s Roundabout:

The signalisation and new layout of Tesco’s roundabout, along with the addition of a Toucan crossing, is expected to reduce the number of accidents involving pedestrians and cyclists. It is estimated that these improvements will reduce annual pedestrian and cycle casualty rates from 1.292 to 0.452. The accident prevention benefits for a 60-year appraisal period is equal to approximately £697,612.

Bus Improvements:

The reduction in congestion is expected to increase bus patronage. These improvements are estimated to increase bus use on the SMC1 corridor by approximately 174 people per day. Over a 60-year appraisal period, the revenue benefit is equal to approximately £1,855,006. A qualitative analysis is provided below on potential journey time and reliability improvements for buses. This uses bus journey time data supplied by SCC for the morning peak (0700-0930) from the last bus stop on The Chase to the hospital. The graph below shows the journey times experienced over this section.

It can be seen from the graph that the quickest journey times are around 2.5 minutes, with the most frequent band of times being between 2.75 and 4.5 minutes, which are likely to represent the time taken to move through the corridor under ‘normal’ congestion. The long tail to the right of the graph shows that a significant number of

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Full Business Case Application Form journeys take very much longer than normal, with 79 out of 228 journeys taking 5 minutes or more and 23 journeys taking 7.5 minutes or more.

Although bus journey time reliability has not been formally assessed, it is clear that the reductions to congestion in the corridor as result of Phase 1 of SMC1 will significantly improve the reliability of bus journey times on the corridor.

Highway Improvements:

The widening of the highway, the allocation of additional lanes and the signalisation of Tesco junction is expected to significantly improve journey times, reduce vehicle operating costs and have a positive impact on the environment. The improvements are estimated to reduce journey times on average by approximately 16 seconds. Over a 60-year appraisal period, these benefits are equal to approximately £2,084,000.

With regard to modelling the wider impacts of the scheme, SCC has stated that its wider SinTRAM model is not appropriate to assess the wider impacts of the SMC1 scheme.

It should be noted that the Linsig model used in this BC does not:

• Assume any mode shift from car to bus in the assessment (ie it has the same demand for DM and DS).

• Show strategic impacts (eg induced trips or release of suppressed trips and re-routing)

• Show impacts elsewhere in the network

All of the above could increase or reduce trips.

However, it is considered that the Linsig modelling approach is proportionate given the cost of the scheme.

Key risks:

A risk workshop was held with all key stakeholders in September 2017 and a copy of the risk register is included in Appendix F.

Main uncertainties

The forecasted number of additional pedestrians was calculated using the same proportion increase as was used for cyclists. This was based on the change in cycle utility values from WebTAGs ‘Active Mode Appraisal’. As WebTAG does not provide change in utility values for walking infrastructure projects, and a lack of comparable projects were available, this was deemed the best alternative.

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Description of modelling approach used and checks made to ensure robustness of model

Cycle Infrastructure: WebTAG’s ‘Active Mode Appraisal’ was used to calculate the benefits of improvements to cycling infrastructure. The number of additional cyclists was calculated for each section of the SMC1 corridor by assessing the change in cycle utility (TAG Unit A5.1 Table 1) and the current cycling counts for the section’s on and off road infrastructure. These figures were used within the ‘Active Mode Appraisal’ to calculate the physical activity, absenteeism and marginal external benefits for new users. Journey quality benefits were based on values within TfL’s Business Case Development Manual (E.4.4.4 & E.4.4.5), due to the manual’s more detailed content. The ‘rule of half’ approach was assumed in which current cyclists would experience full benefits of journey quality improvements, whilst new users would experience just half. An appraisal period of 20 years was used, in which all cycling benefits were deflated to 2010 values and discounted.

Walking Infrastructure: As per the cycling improvements, WebTAG’s ‘Active Mode Appraisal’ and TfL’s Business Case Development Manual were used to calculate the physical activity, absenteeism, journey quality and marginal external benefits for a 20-year appraisal period, in which all walking benefits were deflated to 2010 values and discounted. The walking benefits were based solely on the improved routes, refurbished subways and new crossing facilities at Tesco roundabout. Current use of the infrastructure was based on existing pedestrian counts, whilst the number of additional pedestrians was assumed to be equal to the proportion increase for cyclists.

Accident Improvements at Tesco’s Roundabout: The accident prevention benefits for this roundabout was based on the site’s accident data records, provided by Surrey County Council for incidents since January 2012. Each pedestrian or cycle incident for this site was reviewed separately, and in line with the proposed improvements was provided with an assumed likelihood of prevention rate. WebTAG’s average value of prevention per casualty by severity (Table A.4.1.1) was used to calculate an annual benefit value. An appraisal period of 60 years was used, in which the benefits were deflated to 2010 values and discounted.

Bus Improvements: The benefits of additional bus infrastructure were represented by the estimated increase in bus revenue. Existing traffic counts and average bus patronage levels (based on SCC LSTF) were used to calculate the average bus use along the SMC1 route. This figure along with a 2.4% patronage increase rate (used for similar works for the Guildford Town Centre Transport Package scheme) was used to calculate the increase in bus use. Existing local bus fares (gathered from journeys between the station and the Research Park) were used to calculate an annual revenue benefit. An appraisal period of 60 years was used, in which the revenue benefits were deflated to 2010 values and discounted.

Highway Improvements: The benefits of highway improvements are represented as

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Full Business Case Application Form monetised values of economic efficiencies, greenhouse gases and wider public finances. The infrastructure improvements at Tesco junction were modelled in LINSIG, in which do-something and do-nothing models were created from existing private vehicle and bus traffic flows for AM and PM peak hours. No traffic growth was taken into consideration. The resulting do-something journey times and traffic flows were imported into the Transport Users Benefit Appraisal (TUBA) assessment. TUBA provided benefit values for a 60-year appraisal period in which the benefits had been deflated to 2010 values and discounted. National values of time were applied via TUBA.

D2 Although not a requirement, if you have estimated a level of Benefit Cost Ratio (BCR) that this scheme would be expected to realise, then you can include a figure here.

<1

=/>1 - <1.5

=/>1.5 - <2

=/>2 - <4 BCR = 3.02

>4

Please describe the basis of the expected BCR.

The Present Value Benefits (PVB) were calculated in 2010 values in which the benefits for active mode travel were provided for a 20-year appraisal period, whilst accident prevention, bus patronage and the economic efficiencies of highway improvements were provided over a 60-year appraisal period. The Present Value Costs (PVC) used 2010 values that had been deflated from 2017 costs, discounted and had taken into consideration optimism bias as well as VAT. The PVB came to a total of £10.949 million, whilst PVC came to total of £2.957 million, resulting in a Net Present Value (NPV) of £7.992 million and a Benefit Cost Ratio (BCR) of 3.02

D3 Please provide a completed Scheme Impacts Pro Forma and a description of the sources of data and forecasts used to complete this pro-forma as appendices to this form.

Has a completed Scheme Impacts Pro-Forma been appended? Yes No See Appendix G.

Has a description of data sources / forecasts been appended? Yes No See Appendix H.

A number of comments on the economic assessment are made below:

Although sensitivity analyses have not been carried out, the components that make up the benefits are separately laid out and these show that no single benefit is dominant.

Appendix H refers to corridors being split into links. The three links with scheme-related cycling benefits (Egerton Rd (W) to Tesco R/B, Tesco R/B to Cathedral R/B (inc subway), Cathedral R/B to Ridgemount / Madrid Junction) show cyclist increases of 43,

49

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/82962/local-pinch-point-fund-pro-forma.xls


Full Business Case Application Form 61 and 13 respectively.

This did include mode shift from all modes including PT. With PT at 2.4% of mode share double counting would be minimal. Pedestrians are only forecast to increase on the middle link (Tesco R/B to Cathedral R/B (inc subway)), with an increase of 345.

In terms of the key assumptions applied in the assessment TUBA version 1.9.9 was used. TUBA default purpose splits were used. Vehicle types (Car, LGV, HGV, Bus (passengers)) were calculated from surveys. Value of time (VoT) TUBA Method 3 was used for the highway user benefits. This uses average values of VoT.

It should be noted that the scheme provides active-mode benefits throughout the day. The highway benefits have not been assessed in TUBA for the inter peak and are expected to be small.

A worked economic benefits worked example is attached as Appendix Q.

Regarding the assessment of additional walking (and cycling trips) the predicted additional trips have been compared to a number of data sources including:

Journey To Work Census data

Journey to work (noting this does not cover student/education journeys) census data for the MSOA (Middle Super Output Area) that the SMC1 scheme is located in, indicates:

• A large proportion of those working in the SMC1 area are from within the SMC1 are itself or from areas adjacent east of the SMC1 corridor. This is shown in Appendix R Figure 1 This indicates that many of the journeys are relatively short distance and therefore could be made on foot, by cycle or by public transport.

• A large proportion of residents in the SMC1 work in the same census output area (eg the Hospital, University, Research Park, Tesco’s). A large number also work east in Guildford town centre. This is shown in Appendix R Figure 2 This indicates that many of the journeys are relatively short distance and therefore could be made on foot, by cycle or by public transport.

A review of the 2011 census data indicates the following modal shares for journeys to work:

• Train = 4% • Bus = 8% • Car driver = 48% • Car passenger = 8% • Cycle = 3% • Walk = 20% • M/C = 1%

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Full Business Case Application Form • Other (including Work from home) = 8%

With the short travel distances involved and the proposed improvement in walking and cycle infrastructure this indicates the potential for the modal share for walk and cycle trips to increase.

RSCH staff postcode and Travel Plan data

Based on a RSCH 2013 staff travel survey, car is the predominant mode of transport with 70% of staff driving to work and 8% using park and ride. 4% use a train, 4% use a bus, 7% walk and 3% cycle. Appendix R Figure 3 summarises an analysis of the existing staff postcodes supplied by the Hospital. This shows a large concentration to the east of the hospital who could potentially walk or cycle to access the hospital if the walking and cycling infrastructure was improved.

Surrey Research Park

Data for the whole of the Research Park is unavailable but UoS have supplied details of a staff travel survey carried out on the micro and SMEs in the Surrey Technology Centre. Mode of transport used to work was:

• Car = 74%. • Walk = 7% • Train = 6% • Bus = 6% • Cycle = 5% • Car share = 2%

Appendix R Drawing No. 013 indicates the home locations of the staff working in the Technology Centre by the first 3 or 4 digits of the postcode. This indicates a large amount of staff living within the local Guildford area (circa 34%) who could potentially walk or cycle to the Research Park should improvements in the walk and cycle infrastructure take place.

UoS

Since 1994, combined with its expansion plans, the University have invested significantly into their Travel Plan and wider Guildford transport improvements with a Travel Plan target of peak period trips to be within 5% of the 1999 baseline level. 64% of trips to the Campus are by car and students are not permitted to bring cars onto the campus. As such the proposed SMC1 walk and cycle infrastructure improvements will assist in increasing walk and cycle modal shares to the Stag Hill, Manor Park and Sports Campuses and also between the Campuses within the working day. Furthermore the SMC1 proposals support the UoS Cycle hire scheme to encourage greater cycle use.

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Full Business Case Application Form D4 Please provide a completed Appraisal Summary Table (AST) as an appendix to this form

Has a completed Appraisal Summary Table (AST) been appended?

Yes No N/A

See Appendix I.

Economic Growth

D5

What are the expected employment (direct or indirect) outputs arising from the scheme? (Complete the table below and use the space immediately below to provide any explanatory information on how the scheme will support job creation/ safeguarding and how the numbers were calculated)

Details for this are provided in response to B4 and B5, the table presented in B4 is repeated below for ease of reference:

Based on economic growth predictions carried out by GBC the wider economic benefits of Phase 1 of the SMC1 and the remaining sections of the SMC1 scheme (referred to below as Phase 2) are summarised below:

See Appendix O that contains details of the growth assumptions with local benefits over a 5 year period in terms of jobs, GVA and other outcomes.

D6 Identify the expected total employment floor-space that the transport project will support (directly or indirectly). Provide the total number in the box below, and use the space provided underneath this box to explain how the transport project will support the employment floor-space and provide a breakdown of the sectors (e.g. Retail, offices, distribution/ warehousing, light industrial)

Total employment floor-space that the scheme will support:

Details for this are provided in response to B4 and B5 and in the overarching strategic case for the Unlocking Guildford Package.

Total Phase 1 Phase 2 TotalSummary of ImpactsJobs Created 2,639 854 1,786 2,639Indirect Jobs 132 43 89 132Construction Jobs 620 310 310 620Jobs Safeguarded from Averted Relocations 538 269 269 538Commercial Floorspace Developed or Upgraded sqm 16,500 16,500 16,500Net Increase in Commercial Floorspace 16,500 16,500 16,500Additional homes brought forward 0 0Additional GVA Generated per Annum £294,907,143 £51,214,592 £243,692,550 £294,907,143Additional Annual High Level Skills Qualifications 4,000 2,000 2,000 4,000

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http://www.dft.gov.uk/webtag/documents/project-manager/xls/U2_7_2-appraisal-summary-table110418.xls


Full Business Case Application Form D7 How many housing starts is the transport project expected to support (directly or

indirectly). Provide the total number, and use the space provided to explain how the transport project will support the housing starts.

Total housing starts

Details for this are provided in response to B4 and B5 and in the overarching strategic case for the Unlocking Guildford Package.

D8 Describe any wider economic benefits expected to contribute to the overall value for money of the project

As detailed in answer to B4 and B5 and in the overarching strategic case for the Unlocking Guildford Package. There are substantial wider economic benefits with the scheme - the BCR calculation of 3.02 does not take into account the monetarised benefit of the wider economic benefits.

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Section E: The Commercial Case

E1 Give details of the preferred procurement route for delivering the scheme and how and why this option was chosen. If it is proposed to utilise existing framework agreements or contracts, you will need to demonstrate that this procurement route is appropriate in terms of scale and scope.

Procurement is intended to be through Hampshire County Council’s Highways Consultancy (HCCHC) GEN3 framework. In order to procure through this framework, Surrey County Council will be assisting with the tender exercise and once a contract is in place it will be novated to Guildford Borough Council as the client.

The GEN3 approach has been used on a number of similar scale schemes. While GBC have not used GEN3 themselves, SCC have. Example of SCC usage includes the Runnymede Roundabout major scheme which is currently under construction and yet to be completed, as such outturn costs are not yet available. Another scheme is the Meadows Gyratory, currently out to tender via the GEN3 framework.

E2 A full procurement strategy will not need to form part of the bid documentation submitted to LTB/ LEP. However, an outline of the Procurement Strategy should be included as an Annex. This should cover the procurement mechanism to be used (whether it is an existing term contract or framework contract), the timescales for the procurement process and a brief summary of which other routes were considered and why these were rejected.

As indicated in E1, the Council proposes to utilise the GEN3 framework, which is to be accessed through SCC. The procurement process for each element will start with the issue of full tender documentation to GEN3. GEN3 will then invite the suppliers who have already been vetted and approved by HCCHC to submit tenders for the delivery of the works. SCC will then award the contract for the delivery of the works to the Contractor which submits the Most Economically Advantageous Tender, subject to acceptance of the price and programme by both SCC and GBC. Upon appointment, the contract will be novated to Guildford Borough who will become the contract manager for the period of the works.

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Full Business Case Application Form Section F: The Management Case

F1 Is the scheme deliverable within the 2015-21 period?

Yes. This has been addressed in response to section B7

F2 Bidders should prepare and append a high level project plan in the form of a Gantt chart to this bid application form. This should define key milestones and show the critical path and all inter-dependencies.

A detailed Gantt chart is currently being worked up. Meanwhile the anticipated programme for the project is shown in the table below.

Item Stage of Project Start Finish 1 Detailed Design, surveys, RSA St 2 and approvals Oct 2017 Nov 2018 2 Land negotiations Jan 2018 Nov 2018 3 Contractor procurement and award for cycling and Walking

elements (no signals/HE approvals required) Jun 2018 Aug 2018

4 Contractor Mobilisation for cycling and Walking elements (no signals/HE approvals required)

Aug 2018 Sep 2018

5 Construction for cycling and Walking elements (no signals/HE approvals required)

Sep 2018 Mar 2019

6 Contractor procurement and award Feb 2019 Aug 2019 7 Contractor Mobilisation (including Xmas Moratorium) Sept 2019 Nov 2019 8 Construction Jan 2020 Jan 2021 9 RSA St 3, Post scheme monitoring and feedback Feb 2021 Mar 2021 F3 Set out in the table below the high level project stages or milestones. Please add any

additional stages that are significant to delivery of this project further to those shown. This information will be used in the draft legal agreement between the LEP and scheme promoter to deliver a successful project.

Project Stage/ Key Milestone

Description Indicative Date

Completion of detailed design

All design work completed to enable start of approvals process, land negotiations and tendering

Jul 2018

Start of non-HE works Start of works on the sections not requiring land or HE approvals

Sep 2018

Completion of non-HE works

Completion of works on the sections not requiring land or HE approvals

Mar 2019

Agreement with land owners and HE reached

Agreement and Approval process completed and works able to commence following completion of tender

Mar 2019

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Full Business Case Application Form Start of Works Initial works to tie in with the slip road widening. Jan 2020

Opening date Completion of all works. Feb 2021

F4 If delivery of the project is dependent on land acquisition, please include a letter from the respective land owner(s) to demonstrate that arrangements are in place in order to secure the land to enable the authority to meet its construction milestones. Has a letter relating to land acquisition been appended?

Yes No N/A

See Appendix A

F5 Set out in the table below a summary of details of your construction milestones. (at least one but no more than 5 or 6 between start and completion of work).

Refer to F3.

F6 Set out in the table below summary details of each power or statutory consent that has been either obtained or is still outstanding. Please make it clear for each whether it has been obtained or if not when it is expected this will be received.

Statutory Power or Consent

Description (include whether already obtained or if still outstanding)

Date acquired

Challenge period (if applicable)

Date of expiry of powers

Details of any conditions attached to powers/ consents

Traffic Order N/A – but Notices for new signals required

Planning Consent

Outstanding planning permission may be required for one section; discussion with Planning Officers ongoing

Temporary Traffic Orders for construction of works

Outstanding To be progressed as part of detailed design

Local Committee approval for

Outstanding LC have approved the package to date

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Full Business Case Application Form works and will be

appraised throughout the design process

F7 Set out who will be responsible for delivering the scheme, the roles (Project Manager, SRO etc.) and responsibilities of those involved, and how key decisions are/will be made. An Organagram setting out the management and reporting structure may be useful here.

If this is included in an Annex, please reference below.

The scheme is being delivered by Guildford Borough Council on the public highway by agreement between the Borough and the County Council. The scheme has been developed in partnership with Surrey County Council. There has been input from both organisations throughout the process and this will continue throughout detailed design and delivery.

Tracey Coleman (GBC’s Director of Planning and Regeneration) is the Senior Responsible Officer.

Rob Curtis (SCC and GBC Transport Strategy Project Manager) is the Project Manager and client for the works.

A board comprising key staff from both organisations will oversee the project and assist in decision making.

The Governance structure is provided in Appendix J.

F8 Please provide a brief summary of your strategy for managing stakeholders, with details of the key stakeholders together with a brief analysis of their influences and interests.

Our work has been informed by liaising with the following stakeholders for which letters of support are provided within the Business Case:

• Surrey County Council - they are part of client group with GBC. SCC is also the highway authority and road passenger transport authority, and will need to ensure integration of public transport services particularly bus services, mitigate any highway impacts as traffic manager under the NRSWA.

• EM3 LEP – charged with supporting business led economic development and is active in developing the BC.

• Royal Surrey County Hospital Trust – their strategic role in health care is influenced by recruitment and retention of staff and by wider choices for patient access.

• University of Surrey – which is a major economic force with the potential to increase its economic impact through the development of its Manor Farm Campus, Surrey Sports Park, Surrey Research Park, and Blackwell Park. It is taking an active role in supporting the plans for development and has agreed in principle to provide land for this initiative.

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Full Business Case Application Form • Highways England (HE) – HE in terms of coordination with the A3 Onslow Slip

works. • Local community living in the area, mainly to the north at Park Barn; • Local businesses at the Research Park, the Holiday Inn hotel and other local

businesses.

F9 Has any consultation with stakeholders taken place or is any planned? If so, please summarise the scope of this.

As explained in F8, extensive liaison with stakeholders has taken place and regular project meetings/discussions have been held (and continue to be) as follows:

• Surrey County Council - ongoing meetings as part of client group with GBC and ongoing stakeholder meetings.

• EM3 LEP – initial discussions regarding scoping of the BC and attendance at risk workshop.

• Royal Surrey County Hospital Trust - ongoing stakeholder meetings. • University of Surrey - ongoing stakeholder meetings. • Highways England - ongoing stakeholder meetings. • Local Community – at the public consultation event. • Local businesses – at the public consultation event.

F10 Can the scheme be considered as controversial in any way? If the project is unlikely to be

publically acceptable, please describe how you propose to overcome this potential delivery barrier.

No – the scheme has wide stakeholder and public support.

Risk Management

F11 Set out the key risks associated with the project.

Full details of risks are set out in the Risk Register in Appendix F.

Total risk costs are estimated at £625k

To help cover these risks GBC has a cash budget

Section G: Monitoring & Evaluation

G1 Can the scheme be measured against these KPIs?

Net additional jobs created (directly or indirectly) or safeguarded in the EM3 area that can reasonably be linked to the transport intervention.

Yes

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Full Business Case Application Form Net additional housing or employment floorspace enabled as a consequence of the transport intervention (either directly or as part of a wider package of enabling measures).

Yes

Private sector investment leveraged as a result of the delivery of the transport scheme (either directly or as part of a wider package of enabling measures).

Yes

Local Gross Value Added (GVA) created or safeguarded.

Yes

G2 Provide a short summary of how you will monitor and evaluate this project.

Monitoring and evaluation will be carried out in accordance with the standard monitoring described in the DfT guidance ‘Monitoring and Evaluation Framework for Local Authority Major Schemes’ September 2012, as presented in the following Table. What When Evidence of Benefits

realisation Scheme build During delivery On time and within budget Delivered scheme During delivery/post

opening Operational infrastructure

Costs During delivery/post opening

Outturn investment costs

Scheme objectives Pre and during delivery/post opening (up to 5 years)

• Local employment levels

• Planning Permissions granted

• Accessibility levels • Travel Plan Modal

share changes • Journey time data • Queue and delay

data Patronage Pre and during

delivery/post opening (up to 5 years)

Ticket sales

Carbon Pre and during delivery/post opening (up to 5 years)

Modelled carbon emissions based on observed traffic volumes

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APPENDICES

LIST OF APPENDICES

APPENDIX A LETTERS OF SUPPORT

APPENDIX B OVERARCHING STRATEGIC CASE

APPENDIX C EQUALITY IMPACT ASSESSMENT

APPENDIX D SMC1 TECHNICAL NOTE 1

APPENDIX E PUBLIC CONSULTATION REPORT

APPENDIX F RISK REGISTER

APPENDIX G SCHEME PROFORMA

APPENDIX H ECONOMIC ASSESSMENT NOTE

APPENDIX I APPRAISAL SUMMARY TABLE

APPENDIX J GOVERNANCE STRUCTURE

APPENDIX K GUILDFORD BUSINESS SURVEY

APPENDIX L TWO BUSINESS SURVEY ISSUES

APPENDIX M UNIVERSITY JOBS & GVA BENEFITS

APPENDIX N COST ESTIMATE DETAILS

APPENDIX O FORECAST BENEFIT DETAILS

APPENDIX P 2017 TRAFFIC COUNT DATA

APPENDIX Q ECONOMIC BENEFITS WORKED EXAMPLE

APPENDIX R CENSUS AND TRAVEL PLAN DATA

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DRAWINGS

LIST OF DRAWINGS

Drawing 87: Overall SMC1 Scheme Proposals between the Cathedral Roundabout and the Research Park along Egerton Road and Gill Avenue

Drawing 1202: Proposed Improvements to the Tesco Roundabout (Egerton Rd / A3 Roundabout)

Drawing 1201: Proposed Improvements to the Gill Avenue and Egerton Road Junction

Drawing 094: Proposed Pedestrian & Cycle Improvements between the Cathedral Roundabout and Tesco Roundabout

Drawing 88: Proposed Pedestrian & Cycle Improvements between the Cathedral Roundabout and Guildford Rail Station

Drawing 003: Residential Location of Hospital Staff by Postcode

Drawing 007: Summary of Guildford Bus Routes

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Documents

Local Growth Fund – Major Transport Scheme Full Business ... SMC1 corridor incorporates the Royal Surrey County Hospital (RSCH), the Nuffield Hospital, the tenants on the Surrey