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Guidance on the application process and on completing this application form is available at from the Solent LTB website. One application should be completed per project. Applications are restricted to a maximum of 20 pages (excluding accompanying documentation). Please amend the sizes of the response boxes to suit your application. Accompanying Documentation Accompanying documentation should be restricted to:
Letters of support from stakeholders;
Map(s); and
Scheme drawing(s). Deadline for applications Applications must be submitted to the Solent LTB by 1800 on Wednesday 12
th June 2013. Please submit electronic
versions of this form along with any accompanying documentation to: [email protected]. Where email attachments sum to 10mb or above in file size, you should ensure that arrangements are made for these to be received by the LTB by the above deadline. Please note, your Project Application Forms will be published on the Solent LTB website.
This proforma has been updated (05/09/2013) to reflect recent occupier interest in the Dunsbury Hill Farm site.
Section A: Applicant Information
A1 Lead applicant name (Organisation)
Portsmouth City Council.
A2 Joint applicant name(s) if applicable
Not applicable.
A3 Lead applicant address
Civic Offices, Guildhall Square, Portsmouth, PO1 2BG.
A4 Bid manager details Name: Simon Moon
Position: Head of Transport & Environment
Employer: Portsmouth City Council
Telephone: 023 9283 4092
Email: [email protected]
Section B: Eligibility Check List
B1 Is the project included within the Transport Delivery Plan (TDP)?
Yes No
B2 Is the project expected to have a clearly defined scope?
Yes No
B3 Is the project expected to drive employment and/or housing growth and/or solve a current or future transport problem that constrain economic and/or housing growth or that safeguards existing employment?
Yes No
B4 Is the project expected to provide sustainable access?
Yes No
B5 Is the project expected to comprise a 100% capital funding request from the Yes No
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LTB?
B6 Is the project supported by a local contribution (public and/ or private and revenue and/ or capital) of at least 25% of the overall project cost?
Yes No
B7 Will the project comprise a capital funding request from the LTB of over £2,000,000?
Yes No
B8 Is the project expected to deliver high value for money? Yes No
B9 Would the project be largely delivered between 2015-19? Yes No
B10 Is the project supported by the Local Transport Authority/ies whose area(s) within which the proposal would be delivered?
Yes No
B11 For a project that is on the strategic highway or rail networks is an in principle letter of support attached?
Yes N/A No
Section C: Project Summary
C1 Project title
Portsmouth and Havant Growth Zone – Dunsbury Hill Farm – Link Road to enable business and technology park.
C2 Headline project description (100 words)
The scheme involves provision of a link road from the B2150 Hulbert Road (just south of Junction 3 of the A3(M)) to the Dunsbury Hill Farm site, and a bus only link (with bus gate) to the east of the site to Woolston Road (Leigh Park). Once developed the site will create a new business destination for south Hampshire and become a visible gateway to the Solent. The high quality business and technology park will facilitate the growth of SMEs, with an overall emphasis on job creation and the provision of flexible working space for office, light and general industrial plus warehouse accommodation. The proposed completion date is summer 2015, to meet the requirements of the interested occupier.
C3 Is this a request for a grant or a loan? Grant Loan
C4 Project costs.
Total Project Cost £8.540 million.
LTB Funding Request £4.540 million.
Local Contributions (Please specify source and whether they are confirmed)
£4.000 million.
£2 million local contribution has been identified from PCC’s capital reserves. It is also anticipated that an additional £2 million will be secured through other local authority contributions.
C5a Do alternative funding options exist to cover the full project cost?
Yes No
C5b If ‘Yes’ to C5a, please explain why LTB funding is being sought.
N/A
C5c If ‘No’ to C5a, please list other funding sources considered and reasons for rejection.
Solent LEP, Portsmouth City Council, and Southampton City Council submitted a Round 4 Regional Growth Fund bid (March 2013) to support of the Southampton-Portsmouth Wave 2 City Deal. The bid was for £13.3 million to provide the infrastructure required to deliver a £130.5 million growth programme at Watermark West Quay, Dunsbury Hill Farm, and Solent Lean Manufacturing Centre of Excellence. While the sub-region was successful in securing funding, the money has been awarded to an alternative scheme in Southampton and does not cover the provision of the new link road at Dunsbury Hill Farm. Given the ‘transformational’ impact that the DHF scheme would have on the Solent economy and the limited time associated with planning permission (7 years), an application is therefore being made for LTB funding.
The City Council and Havant Borough Council have considered a number of innovative potential funding options in the past (e.g. tax incremental finance) but none of these have come to fruition either because of the market place or lack of legislation. Currently there is no certainty that such approaches will be successful or over what timetable.
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C6 Describe the geographical area covered by the project
Dunsbury Hill Farm is located on undeveloped (Greenfield) land between Waterlooville and Leigh Park on the north western side of Havant Borough (see Figure A1). The site lies immediately to the east of the A3(M) Junction 3, which links London to Portsmouth and Southampton. The residential area of Waterlooville lies to the west of the site, while Leigh Park estate lies to the east. The adjoining road is Calshot Road on the Leigh Park estate.
The site is situated within the Havant Borough Council boundary, but the land is owned by Portsmouth City Council.
Postcode: PO9 4HS
C7 Has any Equality Analysis been undertaken in line with the Equality Duty?
Yes No
No. However, the provision of the Link Road and subsequent development of the Business Park is expected to have a positive impact on equal opportunities, particularly given the proximity of Leigh Park an area of significant deprivation and high unemployment.
C8 Please indicate if any information contained in this application is of a commercial nature and should not be published. (State which questions)
Financial information in Section F.
C9 Provide a list of the Partnership Bodies (if any) you plan to work with in the design, delivery and operation of the scheme.
Havant Borough Council (planning authority and promoter of employment opportunity through site allocation in their core strategy) – Letter of support provided in Appendix B.
Hampshire County Council (highway authority for planning purposes) – The Link Road is aligned with the HCC proposal to carry out improvements to the existing Asda Roundabout (Purbrook Way / Hulbert Road Junction).
Two potential occupiers:
- a logistics-based company looking to expand within the sub-region, from 400 to over 1100 employees (a confidential letter of support has been provided to PCC);
- an advanced manufacturing and research company also looking to expand within the sub-region, from 35 to 200 employees (see letter of support in Appendix B).
Portsmouth University (consultee in the creation of the Science Park).
If this scheme is to be delivered in 2015/16, commitment is required from the above parties and from Solent LEP/LTB to prioritise and align budgets and commit to strategically support this proposal.
C10 Earliest start date May 2014 for construction.
Desired start date May 2014 for construction.
Delivery timescale (months) 14 months (see programme in G6).
C11 Are any associated consents in place? If not, state when these are expected to be in place.
Approval in principle has been granted by Havant Borough Council (28/03/2103) for a hybrid permission comprising in part detailed planning for a new link road from the B2150 Hulbert Road (to the west) and Woolston Road, Leigh Park (to the east); and in part outline planning 61,789 sq. m of mixed use employment floor space (including Enterprise Centre) and 5,574 sq. m of hotel floor space.
The conditions attached to the resolution to grant are set out in D1 below.
C12 Is this scheme linked to any other applications to the LTB? If so, please provide the project title(s).
Yes. The long term vision for the South East Hampshire Bus Rapid Transit Network proposes a route from Havant to Waterlooville (and West Waterlooville Major Development Area) via Dunsbury Hill Farm. The provision of the link road will be key in delivering this east/west route. HCC have submitted a separate bid to carry out improvements to the existing Asda Roundabout (Purbrook Way / Hulbert Road Junction).
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C13 If you are the Lead Authority for more than one application, please prioritise your projects.
Applications were prioritised as follows (June 2013):
1 = City Centre Transport Scheme;
2 = The Hard Interchange;
3 = Portsmouth BRT and Highway Network Improvements Package;
4 = Dunsbury Hill Farm Link Road; Horsea Island Bridge Link.
The order of priority was agreed by the Members at an Informal Cabinet Meeting on 10th
June 2013.
However, in light of the funding available, delivery timescales and new occupier interest in the Dunsbury Hill Farm site, priority is now being given to the Dunsbury Hill Farm Link Road and The Hard Interchange. Since the original prioritised list was determined, the Council has received a serious enquiry for the Dunsbury Hill Farm site from an excellent local business that wishes to take up to 46,500 m
2 of employment space.
Section D: The Strategic Case
D1 Provide a description of the transport project.
The scheme comprises the following elements which have been identified as critical infrastructure for unlocking development at the DHF strategic employment site (see Havant Core Strategy (adopted):
A new access road comprising a link from the B2150 Hulbert Road (just south of Junction 3 of the A3(M)) to the Dunsbury Hill Farm site (see Figure A2). The proposed access arrangements comprise a roundabout adjoining the B2150 to the west. From this traffic can distribute north to the A3(M) Junction 3 and south to Purbrook Way. The roundabout is proposed to include single lane approaches on the south and east arms, flaring to two lanes on the approach (approximately 20m before the give way lines). The north arm would include a single straight ahead lane and a dedicated left turn to the site approximately 80m north of the give way markings.
A further link will be provided through the site to the east into Leigh Park joining the existing Woolston Road three arm roundabout (see Figure A3). This will operate as a bus only link enforced via a bus gate and will also serve to provide a second point of access in emergencies. It will also provide access for pedestrians and cyclists. It will provide a west to east link across the borough that will bring significant social benefits.
The following complementary infrastructure has also been identified by HCC as important in terms of site improving the local highway network and accessibility:
Enlargement of the Hulbert Road/Purbrook Way (ASDA roundabout) by HCC, which will be a significant road improvement scheme for the Leigh Park area and assist in providing access to the Dunsbury Hill Farm site for approximately 15% of traffic (with the remaining 85% accessing the site from Jn3 of the A3(M)). This element is being progressed by HCC. Portsmouth City Council, subject to formal Member consideration, has offered to transfer land needed for the junction improvement and has agreed to make a financial contribution towards the works not exceeding £250,000. This matter was formally considered by Portsmouth City Council Cabinet at its meeting on 1
st July 2013, and approval was given for the £250,000
contribution.
A pedestrian link across Junction 3 of the A3(M) from Waterlooville to Dunsbury Hill Farm to be secured by means of a either a section 106 or 278 agreement. This scheme is dependent on HCC undertaking traffic calming on the Hulbert Road to reduce speeds on the approach to the roundabout, and the findings of associated safety audits.
This Expression of Interest relates to the new link road from the B2150 Hulbert Road (to the west) and Woolston Road, Leigh Park (to the east), and the associated bus gate.
The design specification for the scheme, as set out in Transport Assessment Report (Atkins, March 2012) and Addendum Report (Jan 2013), comprises:
a four arm standard roundabout on Hulbert Road;
a lay by accessed off the fourth arm of the roundabout on Hulbert Road;
two way single lane carriageway between the proposed new roundabouts on Hulbert Road and Woolston Road and a new link into the existing roundabout on Woolston Road;;
a bridge over Hermitage Stream;
a 3m wide shared footway/cycleway to the north and a footway to the south of the link road between the hotel roundabout and Woolston roundabout;
a bus stop in each direction (located within lay bys between the hotel roundabout and the Woolston Road
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roundabout) constructed to BRT specification, including implementation of bus kerbs, bus shelter, and real time passenger information;
a bus gate at the Woolston Road roundabout to prevent access to the proposed development from Leigh Park by general traffic (this will prevent the link road being used as a through route, and will encourage trips to the site from Leigh Park to be made by sustainable modes); and
provision of a turning head on the link road west of the bus gate.
The development layout has been designed to avoid any perceived coalescence between Havant/Leigh Park and Waterlooville/Cowplain urban areas with careful consideration of the integration of built form within the landscape such that built form is screened by the established and proposed landscape structure.
Havant Borough Council at its Development Management Committee Meeting (28 Mar 2013) resolved to grant planning permission pursuant to the hybrid planning application, subject to the following conditions:
That, in liaison with the Highway Authority, provision is secured towards a scheme for the improvement of the Asda Roundabout. Note, the Asda Roundabout does not fall within the planning application boundary and is already congested (see E4). PCC has offered to transfer land needed for the junction improvement and has agreed to make a financial contribution towards the works not exceeding £250,000 (approved by Cabinet).
That, in liaison with the Ecologist at Hants CC, officers determine whether ecological information submitted by PCC as part of its planning application is adequate, with regard to any risk to protected species and wider benefits of the development. A revised Mitigation Strategy has been prepared by PCC and submitted to Hampshire County Council for consideration. A decision is expected no later than the end of September.
The satisfactory completion of a S106. Negotiations are actively being undertaken between all three parties, with a view to the matter being concluded by the end of September.
All parties are working towards resolution of the above conditions by 30th
September 2013.
The resolution to grant also included approval for outline planning permission in principle for two phases of development comprising 67,354 sq.m. of floorspace:
Phase 1 (13.2 ha):
46,450 sq. m of mixed use employment floor space (including Enterprise Centre);
5,574 sq. m of hotel floor space.
Phase 2 (7 ha):
15,329 sq. m of additional employment floor space;
150m - 180m landscaped gap between A3(M) and the development.
80% of employment floorspace to be split flexibly between B1 (business) and B2 (general industrial); B8 (storage and distribution) not to exceed 20% of floorspace.
D2 Explain how the project will respond to current and/or future transport problems that constrain economic and/or housing growth or that will safeguard existing employment areas.
The development unlocked by the link road will form a new business gateway to South Hampshire from the A3 (M) and is intended to deliver a high number of locally-based accessible jobs in close proximity to Leigh Park and promote regeneration for the area by 2026. Implementation of the DHF Link Road will enable the business and technology park to progress, and this will assist in:
Creating confidence in inward investment
Creating green infrastructure
Creating greater prosperity in the local community (e.g. Leigh Park) where there is much worklessness.
At present, there is no access road to the Dunsbury Hill Farm strategic employment site. The scheme will provide the infrastructure require to construct, access and service the site, by providing a new link road from the A3(M) to the site and a bus only eastern link into Leigh Park. It will unlock the opportunity for the creation of a high quality (BREEM “excellent” standard) business and technology park with excellent transport connections, which could provide approximately 60,000 m
2 of new employment floorspace for start-up and
growing businesses. This is about a third of the total requirement for new employment in Havant Borough up to 2026, and represents a deliverable transformational opportunity for the sub region with significant GVA, employment growth, and social benefits. The proposed quality hotel with conference facilities would considerably enhance the offer of the Borough.
The site is located in an excellent location for developers, at the gateway to the Solent area, with good access to labour markets and other businesses. It has fast direct access to the A3(M) which provides fast access to
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London and Guildford (particularly following the opening of the Hindhead Tunnel) and the rest of the Solent area to the south. It is also located on a potential cross-borough Bus Rapid Transit route, which is part of a wider BRT Network being pursued by the Solent authorities.
The proposals for the development of employment uses at Dunsbury Hill Farm have been evolving for a number of years. The site at Dunsbury Hill Farm was first allocated for employment uses in the Revised Deposit Draft Havant Borough District-Wide Local Plan, February 2002. The justification for additional employment land was based on two important issues:
A serious lack of supply of good quality employment sites to attract inward investment and provide for expansion of existing businesses; and
Problems in the Havant economy evidenced by high out-commuting, higher than average unemployment (in some wards) and an over dependence on traditional manufacturing.
Lack of employment land - The Employment Land Review (ELR) undertaken by Havant BC in 2010 concluded that in terms of meeting future supply and demand for employment land over the period to 2026, the Borough is heavily dependent on two large sites (Dunsbury Hill Farm and Brockhampton West) successfully accommodating their floorspace allocations of 78,200 m
2. If this level of floorspace cannot be delivered on these sites during the
plan period, there will be a significant impact on the demand and supply balance.
The ELR describes the Dunsbury Hill Farm site as the Borough’s major ‘stand alone’ employment allocation offering huge development potential due to its scale, proximity to the highway network, green field character and public sector ownership (amongst other things). The site is described as representing a key opportunity to deliver major transformational change in the Borough as well as wider regeneration benefits on a sub-regional level. Alternative sites along the A27 were considered in 2000, but none provided the opportunities for raising standards and facilitating inward investment in the same way as DHF.
Problems in the Havant economy - Many of the manufacturing firms that were once based in Havant have now left the area and there is a significant gap between the skills of the local population and the jobs available in the sub-region, and high levels of deprivation. The type of development permitted on the site will create a range of high and lower skilled jobs, and will help address a number of particular issues in Havant (including Leigh Park, located next to the site):
Low job density - There are only 0.64 jobs per resident in Havant compared with 0.82 in the SE and 0.79 in GB. This results in very high net out-commuting in Havant. The creation of a major employment site would create a significant number of jobs which could be filled by local residents. (NOMIS)
Low gross week pay - Havant residents earn on average £501/wk which is just below the national average of £502 but well below the SE average of £548 (NOMIS). Compared to South Hampshire and the South East region as a whole, the study area (Havant and Portsmouth) has a lower proportion of jobs in higher-value sectors such as finance and insurance, professional, scientific and technical services, and business administration and support services. This largely explained by the low qualification levels of the study area’s population.
High Unemployment - Recent unemployment figures (2010) show unemployment in the 4 Leigh Park wards to be double that of other wards in the Borough: Barncroft (5.4%); Battins (5.5%); Bondfields (5.1%); Warren Park (5.8%); average for Havant (2.9%).
The Dunsbury Hill Farm Environmental Statement (Mar 2012, Chapter 7) estimates that unlocking the Dunsbury site has the potential to create 1,315 net additional direct jobs and 578 net additional indirect jobs, with the majority of jobs coming in Phase 1 through a hotel development, creation of incubation space and an innovation centre focusing on the development of new enterprises. A further 1495 construction jobs (direct and indirect) are estimated to be created over the life of the development (see E8). Calculations presented in E8-E12 show that a similar number of jobs would also be generated if a significant portion of the site was occupied the logistics company that has expressed interest in relocating to Dunsbury Hill Farm.
The creation of a wide range of construction, office, industrial and warehouse jobs will provide local people, local skills and learning providers and local businesses with the opportunity to work in partnership to address the area’s skills gap and enable local people to fully capture the benefits of the new jobs in their area.
The Annual Population Survey’s Standard Occupational Classification indicates that Havant and Portsmouth have a higher than average proportion of people working in skilled trades occupations (11.3% compared to the regional average of 9.7%). This suggests that the local labour force is well prepared to take up the construction jobs that would be created by the scheme.
PCC has agreed, in principle, an Employment and Skill Plan for the construction/occupation phases of the development, as a part of the Section 106 agreement. This will ensure that a percentage of the local population will be employed during the construction of the link road. In addition, training and employment
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plans will be required to be submitted by major employers (e,g. the proposed hotel) ensuring that all posts are advertised through Jobcentre Plus and that workless applicants can access some form of pre-employment training.
Occupier interest – PCC has commissioned external Property Consultants to assess market demand in any proposed development. The study confirms the proposal will attract interest provided the cost of providing the infrastructure is met by the public purse.
The Council has also been in confidential discussions with Xxxxxxx, a private engineering company based in the sub-region, employing 35 staff in primarily advanced manufacturing and research in the renewal energy sector (see letter of support in Appendix B). The company has received £14m of ETI funding to carry out research and development involving Pumped-Hydro Energy storage (PHES) and subject to successful conclusion to initial research and development, are seeking to scale up operation to commercial production in 2014/15, directly creating around 200 new jobs in the same sectors with little local displacement. This is a well-proven technology where the local geography allows its use. It currently accounts for 99% of all large-scale electricity storage. However, there are a diminishing number of suitable sites and the sites are rarely co-located with the best grid points for storage. In order to move to production, Xxxxxxx require large scale premises, with proximity to the commercial port for the expected level of export. They have particular interest in DHF due to the location, scale and local skill base. However, it is accepted that Xxxxxxx may not make the transition to full scale production or may achieve this on a longer timescale.
More recently (Summer 2013), the Council has received a serious enquiry for the Dunsbury Hill Farm site from an excellent local logistics business who wish to take up to 32,500 m
2 of employment space, with an option
for an additional 14,000 m2 (taking it up to £46,500 m
2). The company exports to 109 countries throughout
the world and aim to be among the highest growth of IT companies on the south coast as well as being major distributors. The business currently employs 400 people in the sub-region and is set to expand to over 1,100 employees in the next 2-4 years. However, if they cannot expand locally then they are likely to leave the area.
This opportunity would generate significant economic benefits for the region which would be delivered early on in the LTB funding period. It would account for a significant proportion of the 67,353 m
2 of development
land available at the site, and it is expected that the remainder of the site would be quickly filled (post 2016) once the market is aware that there is a signed occupier for the majority of the floorspace available. This development would, however, mean that a significant amount of floorspace could be categorised as B8 (storage and distribution), and early negotiations would be required with Havant Borough Council as planning authority, as it is possible the proposed use would exceed the maximum recommended limit of 20% as set out in the Havant Core Strategy.
The Council has also had discussions with two further potential occupiers.
D3 Explain how the project will contribute to the Solent LEPs economic growth agenda.
Dunsbury Hill Farm was identified by PUSH as a key strategic employment site in a number of evidence-based studies including the Economic Development Strategy (PUSH, 2006), Economic Drivers and Growth (DTZ for PUSH, 2007) and Employment Floorspace Policy Framework (2008).
The development enabled by the site represents a deliverable transformational opportunity for the sub region with significant GVA, employment growth, and social benefits. As highlighted above, the Dunsbury Hill Farm Environmental Statement (Mar 2012, Chapter 7) demonstrates that the site has the potential to create 1,315 net additional direct jobs and 578 net additional indirect jobs, with a further 1495 construction jobs (direct and indirect) estimated over the life of the development. A similar number of jobs would also be generated if a significant portion of the site was occupied the logistics company that has expressed interest in relocating to Dunsbury Hill Farm (see Section E, Economic Growth). Both scenarios would contribute significantly to the Solent LEP’s ambitions to deliver an additional 10,000 jobs over and above the baseline; leading to an additional £1 billion in GVA; and reducing the GVA per capita gap with the South East to 7%.
The development is also consistent with the following LEP strategic priorities:
Support new businesses, enterprise and ensure SME survival and growth - The high quality business and technology park will facilitate the growth of SMEs, with an overall emphasis on job creation, innovation, and the provision of flexible working space.
Develop strategic sectors and clusters (interconnected groups and businesses) of marine, aero and defence, advanced manufacturing, engineering, transport and logistics businesses - establishing the area as a business gateway, both on local and international levels.
The PUSH Economic Development Strategy (DTZ June 2010) recognises the importance of Advanced
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Manufacturing, Marine and Aerospace as generators of high GVA. Havant already has a strong industrial base with several multi-national companies present and a strong local supply chain exists to service the needs of new businesses that may relocate to Dunsbury Hill Farm. The strategy also recognised the importance of developing new sites and premises, such as Dunsbury Hill Farm, to facilitate growth (Action 3: Ensuring Sites & Premises to Facilitate Growth).
Dunsbury Hill Farm has been identified as one of six economic growth hubs which are key to the Solent City Deal.
PUSH provided the funding to enable studies to be undertaken to prepare the planning application.
D4 Explain how the project fits with Local Transport Authority objectives and Local Plans.
Fit with local transport objectives is summarised below:
LTP3 Objective Impact Evidence
Reduced dependence on the private car through an increased number of people choosing public transport and the ‘active travel’ modes of walking and cycling
See D5.
Improved awareness of the different travel options available to people for their journeys, enabling informed choices about whether people travel, and how
See D5. Section 106.
Improved journey time reliability for all modes See E4.
Improved road safety within the sub-region See E5.
Improved accessibility within and beyond the sub-region See D5.
Promoting a higher quality of life See D2, E3, E9, E13
Fit with Local Plan:
The Havant BC Core Strategy sets out the framework for future development and growth in the Borough over the period to 2026. In terms of policy guidance, the Core Strategy recognises the necessity to revitalise the economy of the Borough by providing high quality land and buildings for employment development and by promoting development that will help to raise skill levels and employment opportunities. Support for advanced manufacturing is identified as a priority for the future of the local economy and the Core Strategy also supports the growth of the marine based and tourism sectors. The Core Strategy identifies five strategic sites that are critical to the delivery of the overall vision, Dunsbury Hill Farm being one of them.
Policy CS2 Employment states that the Council will seek to accommodate flexibly a net total of 162,000 m2 of
new employment floorspace between 2006 and 2026 as follows: 75,000 m2 of B1 offices; 45,500 m
2 of B2
manufacturing; and 41,500 m2 of B8 warehousing.
Policy CS18.3 identifies Dunsbury Hill Farm as a strategic site, critical to achieving the Core Strategy vision.
The Core Strategy also recognises that addressing the skills gap in the area is of equal importance for regeneration.
D5 Does the project improve sustainable access? If so, is this to a town, city centre or major employment area?
Yes – Particularly between DHF site and Havant / Leigh Park / Waterlooville, and between Havant and Waterlooville Town Centres.
Bus access – Portsmouth City Council is committed to the provision of a Cross Borough Bus Service connecting Waterlooville to the west and Leigh Park to the east of the A3(M) corridor, via the Dunsbury Hill Farm site. Discussions have been held with HCC, TfSH and local bus companies to consider the opportunity of a linkage to the wider BRT network. A letter of support from First Group is provided in Appendix B. The new service will substantially reduce the journey time between Havant and Waterlooville (DHF Transport Assessment, Atkins, March 2012). Results from SRTM modelling (TfSH Evidence Base: Dunsbury Hill Farm Report, MVA, Aug 2011 – Figures 8.1 and 8.2) show that the Cross Borough Route will generate significant demand for trips between Waterlooville (particularly A3 / Hulbert Road) and Havant, which will account for the majority of patronage on the service.
The following existing bus routes could also be diverted to serve the site:
• 39 (Havant to Wecock) – Route could be diverted through DHF rather than via Purbrook Way to the south of the site which experiences congestion and delay; and
•23 (Leigh Park to Southsea) – Route could be extended to start / finish at DHF.
A bus gate will be installed at the Woolston Road roundabout (to the east of the site) to prevent access to the
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proposed development from Leigh Park by general traffic. This will prevent the link road being used as a through route, and will encourage trips to the site from Leigh Park to be made by bus or walk / cycle.
Longer term proposals by TfSH have been outlined for a BRT link from Havant via DHF to ‘West of Waterlooville Major Development Area’ with its 3,000 new homes; providing significant opportunity for sustainable access to / from West Waterlooville, Waterlooville, Dunsbury Hill Farm, and Havant.
Proposed Cross Borough Service
Pedestrians and cyclists – As specified in the planning application, the main pedestrian and cycling access route to the site will be from the east side at Woolston Road in Leigh Park, and to the west via the existing bridleway the crosses the A3(M). This will provide pedestrian and cycling connections between the site and Leigh Park and Havant. Isochrones plots (see Figure A4) show that there is a considerable population living in walking and cycling distance of the DHF site.
Within the site, it is proposed that a 3 metre wide shared footway / cycleway is provided to the north of the link road, and a 2 metre wide footway to the south of the road, with crossing points at key locations. An existing bridleway passes through the development site along Park Lane and provides a popular pedestrian and cycle link between Leigh Park and Waterlooville (see Figure A2).
Further detail relating to new pedestrian routes and cycleways will be addressed as part of Reserved Matters applications with the aim of providing enhanced links between the new development areas and Leigh Park and Havant and the wider countryside.
Travel plan - Measures to promote sustainable travel will be developed as part of the Travel Plan for the site, required as part of the S106 agreement. In addition it is proposed that a Car Park Management Strategy would be implemented at the site to include a parking allocation system based on needs-based permit criteria. The Travel Plan will be led by a dedicated Travel Plan Co-ordinator on site, supported by a Travel Plan steering group and strong marketing / communication. To ensure continuous effectiveness of the Travel Plan, it will be monitored through annual travel surveys for the first three years of occupation and periodically thereafter.
Mode share - The forecast 2026 mode share is: car (74%), public transport (2%), walking and cycling (24%) (Transport Assessment, Atkins, March 2012, based on forecasts from the Sub-Regional Transport Model). Whilst public transport accounts for only 2% of total predicted trips, SRTM still predicts a demand for 258 two-way or 129 one-way trips to the site by bus across the day. This would support demand for a frequent bus service especially during peak periods.
D6 Does this project form part of a wider programme of investment? If so, what is the wider programme and how critical is LTB investment for this project to the successful delivery of the overall programme?
Yes, DHF represents an important element of a wider programme of investment in developing the advanced manufacturing, marine and aerospace sector within the sub-region. For example, Portsmouth and Southampton authorities have recently submitted a Wave 2 City Deal EoI (Jan 2013) to address the complex challenge associated with facilitating the growth and diversification of our maritime sector. The focus of the bespoke part of the Portsmouth and Southampton City Deal is to deliver enabling infrastructure and assemble land to bring forward the development of seven other key sites (Royal Pier, Itchen Riverside, Marchwood, Watermark Westquay the Portsmouth Naval Base, Tipner/Horsea Island and the Northern Quarter) around the Southampton/Portsmouth Waterfronts, allowing growth in this sector and the associated sub-sectors of
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transport and logistics, defence and advanced manufacturing, the visitor economy and the complex supply chains linked to research and innovation. The proposed City Deal has the potential to unlock £1.5 bn of investment and generate significant growth. The Government has informed the Solent authorities that their EoI has been fast-tracked, and a final decision will be made in October 2013.
The creation of an E-W bus only link would form part of wider investment in developing a BRT network for the sub-region (see TfSH Transport Delivery Plan, Feb 2013).
D7 What will happen if funding for this project is not secured?
As highlighted above, the Council has recently received a serious enquiry for the Dunsbury Hill Farm site from an excellent local business, which currently employs 400 people in the sub-region and is set to expand to over 1,100 employees in the next 2-4 years. The company is keen to remain in the sub-region, but if a suitable site cannot be found or made available in the next two years, they are likely to relocate outside the area, resulting in the loss of 400 existing jobs and a potential 700 new jobs. There is currently a lack of suitable sites within the sub-region, with the exception of Dunsbury Hill Farm. Failure to unlock the site over the next two years would therefore adversely impact on economic growth within the sub-region. As demonstrated in the paragraphs below, public support to provide the necessary infrastructure is crucial if this timescale is to be met.
The need for public funding:
PCC commissioned a market report from Property Consultants JLL (November 2012). This concludes that the current market evidence is that the business park will not be developed by the private sector unless the risk of the enabling works is removed by the public sector. The report also sets out a number of scenarios that will improve the viability of the proposal and delivery timetable, e.g. the extent of public sector contribution to the infrastructure , the mix of employment uses and improved market conditions. Developers confidence in the scheme will undoubtably be linked the deliverability of any planning consent issued.
The site has been the subject of developer interest for many years. As recently as 2008, the site attracted significant interest through a market procurement exercise. The process got as far as preferred bidder stage with a leading national developer but negotiations fell away with the onset of the recession and the development market contracted. The critical factor from that exercise and subsequent discussions with the private sector developers is that the risk of the enabling works was considered too significant. Given the current market, it is highly probable that without public support to provide the infrastructure, the development of this site will be delayed for 10-15 years. The next market led opportunity is likely to be at the peak of the next upturn in the market, at which point the risks may be considered acceptable with an adequate number of pre-lets and little speculative building. The planning permission granted to date (for the link road and associated development), however, only lasts for 7 years and there is no guarantee that approval would be given again at a later date.
D8 Is this a project that has funding from another LTB area or is located within another LTB area? If so, please explain the benefits to the Solent LTB area.
See responses to D2 – D6, which relate to the Solent LTB area.
Section E: The Economic Case
Two scenarios have been considered in the following sections, reflecting different types of development:
Scenario 1 (from June 2013 proforma) – Mixed use development consistent with the planning application and Havant Core Strategy. 67,354 m
2 of mixed use development, comprising 80% B1 and B2 employment floorspace,
20% B8 employment use, and a 5,574m2 hotel. Development is assumed to be in two phases, with Phase 1
occupation in 2017-2018, and Phase 2 in 2021-2022.
Scenario 2 – Predominantly logistics use (reflecting recent developer interest from local logistics company, 46,452 m
2) with occupation by the end of 2015/16; and 15,902 m
2 of B1 and B2 employment floorspace (occupied 2017)
and hotel (opening 2017). This is currently the scenario being pursued by the Council.
Transport Economics
E1 Indicate the level of Benefit Cost Ratio (BCR) that this scheme would be expected to realise
<1
=/>1 - <1.5
11
following WebTAG appraisal? =/>1.5 - <2
=/>2 - <4
>4
Please describe the basis of the expected BCR.
Transport benefits
This scheme is primarily about unlocking development, job creation and employment benefits, and contributing to the Solent LEPs economic growth agenda; rather than delivering transport benefits for existing users. There is currently no highway access to the DHF site, and without the link road it will not be possible for any development to occur on site. The link road does not provide an alternative route option for existing traffic - a bus gate will restrict through movements for general traffic, in order to encourage public transport use. The benefits, therefore, primarily relate to new development-related trips only.
The scheme, however, is viable in terms of the impact that the associated development has on the operation of the existing network (see E3-E7). Modelling undertaken for the Transport Assessment (Atkins, Mar 2012) showed that:
all queues are predicted to be within available queuing space;
the merging of traffic on the slip roads at Junctions 3 and 4 on the A3(M) are within design standards for the forecast traffic flows;
an increase in queuing is expected at the Hulbert Road / Purbrook Way (Asda) Roundabout, but this junction is congested even without the proposed development.
In addition, the scheme will deliver the following direct transport benefits:
journey time savings for existing bus users (see E3) – estimated benefits £12.9 million;
a change in the overall cost of travel associated with shorter journeys to work (see E4),
reliability improvements for bus users (see E5);
safety benefits associated with shorter journeys (see E6); and
health benefits associated with the high proportion walking or cycling to the site (see D5).
These are benefits which are likely to contribute to the BCR at later stages of the business case process based on strategic transport modelling outputs.
A very indicative estimate of journey time savings for existing bus users has been calculated (see E3) at £12.9 million. It has also been assumed that the other transport benefits identified above (relating to shorter journeys, reliability, safety and health) will generate at least £1 million of further benefits. This is believed to be a conservative estimate based on our experience of other similar schemes. Based on a transport budget of £6.84 million (£8.540 discounted from 2015 to 2010, and converted to 2010 prices), this gives a BCR of 2.1. However, it is recognised that there is considerable uncertainty about the assumptions behind this calculation (in terms of patronage and journey time benefits), and further modelling results from SRTM are required. This could indicate a higher or lower BCR. For example, increasing the journey time saving from 5 to 7.5 mins increases the BCR to 2.3.
Additional modelling could look at the impact of re-distribution existing jobs / trips within the network in terms of levels of congestion across the sub-region; combined with the impact of new trips on the network. The do minimum scenario would assume that a proportion of new jobs / trips would be generated anyway, but elsewhere in the sub-region. Assumptions would need to be made about home locations for journey-to-work trips re-located to the DHF site.
Increase in land value
Further benefits would be derived from the increase in land value.
The current land value reflects existing use as poor grade agricultural land. Land for development purposes attracts significantly higher values which in this case will be derived provided the infrastructure costs are met by the public sector, and market conditions improve. The value that the land owner receives will ultimately be determined by the viability of the project and only after an investor has received a return on the risk of their investment.
Employment benefits
Analysis undertaken for a previous RGF Bid in 2011, prior to planning application being secured and based on a scheme cost of £8 million (current estimate is £8.540 million), showed that at least 600 jobs would need to be created to generate a positive BCR. Further analysis showed that the creation of 1300 jobs would generate a BCR of 2.28, while the creation of 1950 jobs would generate a BCR of 3.76 (based on employment benefits
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alone). BCR estimates were considered to be at the low end of the expected range, and therefore represent a conservative estimate.
This calculation has been based on Department for Work and Pensions valuations of the average gross earnings for Jobseeker Allowance claimants entering employment, supplemented by the net impacts on health costs and crime, related to reducing unemployment. The derived value per job was set against an expenditure of £8 million to determine a range of projected BCRs dependent on the level of employment generated.
Response E8 shows that the site is expected to generate a net additionality benefit to the region of more than 1,100 FTE direct permanent jobs and 500 FTE indirect permanent jobs, suggesting that a BCR of at least 3 is realistic (based on employment benefits alone).
Net GVA benefits
Inclusion of the net GVA benefits increases the BCR significantly.
Scenario 1 - For example, assuming only 25% occupancy of the Phase 1 development in 2018, gives a first year discounted benefit of £13.06 million, when converted to 2010 prices and values; or a first year discounted benefit of £26.12 million at 50% occupancy.
Scenario 2 – 100% occupancy of the Phase 1 site in 2016 by the interested logistics company gives a first year discounted benefit of £38 million, when converted to 2010 prices and values.
E2 Where a BCR is unavailable, please use the space below to provide the data requested within the guidance to this question that is not captured elsewhere in this application.
-
E3 What impact is the project expected to have end-to-end journey time?
0->2min reduction (car)
2->5min reduction
=/<5min reduction (bus)
Please describe the basis of the expected end-to-end journey time reductions.
a) Scenario 1 – Mixed use development consistent with the planning application and Havant Core Strategy
The DHF site is expected to generate 9,388 two-way car trips and 258 two-way bus trips on completion in 2026 (Transport Assessment, Atkins, Mar 2012).
As part of the Transport Assessment work, journey times were analysed for two routes (with and without development):
Route 1 – starts from the A3(M) Junction 4 to A3(M) Junction 3 (Northbound) to Hulbert Road (Southbound) to Purbrook (Westbound) to A3(M) Junction 4 on-slip; and
Route 2 – starts from A3(M) Junction 4 Northbound off-slip to Purbrook Way (Eastbound) to Hulbert Road (Northbound) to A3(M) Junction 3 to A3(M) Junction 4 (Southbound).
The journey time results show that the total journey times on both routes in both peak hours would increase and most notably on Route 1 northbound in the PM Peak by 91 seconds. However some of the journey times on the individual route segments would see only a minimal increase, for example the A3(M) northbound and southbound and Hulbert Road / Purbrook Way Roundabout to A3(M) Junction 4. The greatest journey time increase is on the section of route from A3(M) Junction 3 to the Hulbert Road / Purbrook Way Roundabout, which would increase by 87 seconds. This is due to the longer queues on Hulbert Road southbound approaching the roundabout. Only minimal or no delays are predicted elsewhere on the network.
b) Scenario 2 – Predominantly logistics use (reflecting recent developer interest from local logistics company)
Initial analysis undertaken by HCC (email from S Jenkins, 21 Aug 2013) shows that increasing the proportion of B8 development, substantially reduces the peak hour traffic flow.
Peak hour traffic generated by site (Scenario 1)
Use Sqm AM in AM out PM in PM out
B1 24,712 468 41 57 375
B2 24,712 168 78 42 130
B8 12,356 28 13 11 28
Hotel 5,574 24 32 27 18
Total 67354 688 164 137 551
Peak hour traffic generated by site (Scenario 2)
Use Sqm AM in AM out PM in PM out
B1 7,664 145 13 18 116
13
B2 7,664 52 24 13 40
B8 46,452 105 49 41 105
Hotel 5,574 24 32 27 18
Total 67,354 327 118 99 280
It has not been possible to re-run the network model for Scenario 2 so far, however, it is anticipated that the above levels of delay would be significantly reduced, and would have a limited impact on the operational viability of the network compared with the base case scenario.
Asda Roundabout
In either scenario, the Hulbert Road / Purbrook Way (Asda) Roundabout is congested even without the proposed development (based on a comparison of 2011, 2019 and 2026 scenarios), and there is a need to address problems at this junction separately. While queues and delays are predicted to increase on some arms, particular on the Purbrook Way (E and W) arms, and Hulbert Road (S); other approaches would see a decrease with development. PCC has offered to transfer land needed for the junction improvement, and contribute up to £250,000 towards the works (approved by Cabinet, July 2013).
Bus Journey Time Savings
The provision of the new link road will enable the proposed Havant Cross Borough Bus Service connecting Waterlooville to the west and Leigh Park / Havant to the east (see D5), significantly reducing journey times between these two locations for existing bus users.
There are currently two bus services travelling between Havant Bus Station and Waterlooville Precinct: Route 37 (27 mins, 1/hr) and Route 39 (36 mins, 4/hr). Both services are routed via Purbrook Way, across Junction 4 of the A3(M). This route is congested, both with and without development at DHF (TfSH Evidence Base: Dunsbury Hill Farm Report, MVA, Aug 2011), and actual journey times on these routes are therefore expected to be considerably longer than the current timetable indicates. The Cross Borough Bus Service involves a shorter route between Havant and Waterlooville, which experiences less delay. Further modelling work using SRTM is required to confirm the journey time saving for existing passengers, but it seems reasonable to assume a saving of around 5 minutes.
Further benefits would be derived from the increased frequency of services between Havant and Waterlooville, from 5 to 9 bph, reducing the average wait time from 12 to 7 mins. Not all users will receive this benefit, however, as some will simply catch the first bus that comes along.
The number of bus users on the proposed Cross Borough service has been estimated at 960/day in 2019, based on boarding and alighting profiles (TfSH Evidence Base: Dunsbury Hill Farm Report, MVA, Aug 2011 – Figures 8.1 and 8.2).
These journey time savings have been estimated to result in a 60 year discounted benefit for bus users of £12.9 million. However, it is recognised that there is considerable uncertainty about the assumptions behind
Purbrook Way
Waterlooville
Havant Bus Station
14
this calculation (in terms of patronage and journey time benefits), and further modelling results from SRTM are required).
E4 Is the project likely to have an impact on the cost of travel? If so, describe briefly what that will be?
Existing trips
VISSIM modelling of the link road, undertaken for the Transport Assessment (i.e. Scenario 1), showed that the local highway network is predicted to experience an increase in queues and delays between the ‘future base’ and ‘with development scenarios’ on most approaches, resulting in a small increase in the cost of travel (in terms of vehicle operating cost).
The impacts are most significant at the Hulbert Road / Purbrook Way roundabout, the Hulbert Road (W) approach at A3(M) Junction 3, and the northbound off slip at A3(M) Junction 4. However, all queues were predicted to be within the available queuing space.
Lower levels of peak traffic are predicted under Scenario 2, and vehicle operating cost impacts are therefore expected to be marginal.
As highlighted above, in either scenario, the Hulbert Road / Purbrook Way (Asda) Roundabout is congested even without the proposed development (based on a comparison of 2011, 2019 and 2026 scenarios), and there is a need to address problems at this junction separately.
Some shorter journey to work trips – The development unlocked by the scheme will generate new employment opportunities within the locality (particularly for workers living in Leigh Park and Havant) who may benefit from shorter and cheaper journeys to work. This will be particularly beneficial given that Havant residents earn on average significantly less than the SE average and less than the national average. (See D2 for context)
Further analysis will be undertaken as part of the preparation of a Strategic / Outline Business Case, using SRTM to estimate the expected change in trip distribution and the change in overall network travel cost.
E5 Is the project expected to improve journey time reliability?
The provision of the new, bus only link road through the site will help deliver reliable journey times for bus users.
E6 Is the project expected to improve journey safety?
Neutral impact expected – As part of the Transport Assessment (Atkins, Mar 2012), accident data for the last 5 years and within the study area (including the A3(M) Junction, Hulbert Road/ Purbrook Way Roundabout, and related links), was obtained and reviewed. This showed that the majority of accidents were due to driver error or behaviour.
If shorter journeys to work can be demonstrated (see E4), this will give a positive safety impact due to a reduction in vehicle kms.
E7 Does the project make better use of existing transport infrastructure or complement / multiply the benefits of existing transport infrastructure / operations?
Yes, the bus gate provides the opportunity for existing bus services (23 and 39) to serve the site and locations to the west of the site. Also makes better use of the capacity at Jnct 3, A3(M), which will carry 85% of traffic to this site.
Economic Growth Please use the Part B application form (Excel Spreadsheet) for questions E8-E11.
E8
What are the expected employment (direct or indirect) outputs? (Complete the table below and use the space below to provide any explanatory information of the numbers.) Part B
a) Scenario 1 – Mixed use development consistent with the planning application and Havant Core Strategy
Direct permanent jobs (B1, B2, B8, C1)
Direct jobs have been calculated based on floorspace by land use, in accordance with the HCA’s Employment Densities Guide (2010).
It is assumed however, that 50% of the businesses based at the site would move from elsewhere in the region (rather than be new start-ups or businesses currently based outside the region. It follows therefore, that 50% of the jobs created would not be additional new jobs but merely displaced from elsewhere in the region. In
15
addition, it is likely that some additional employment would occur in the area without the development of DHF. A reference case has therefore been assumed, using a deadweight assumption that 25% of non-displaced jobs (i.e. 438) would have been created anyway.
The net additionality benefit to the region, assuming 50% displacement and compared with the reference case, is estimated at 1,315 FTE jobs. (DHF Env Statement, Table 7.7)
Use Class Floorspace (bedrooms in the case of the hotel)
Employment Density (m2 per FTE employee/ bedrooms per FTE empl)
Gross FTE Jobs
Net FTE Jobs (non- displaced)
Net FTE Jobs (compared with ref case)
B1 (offices) 18,580 m2 10 m
2 1,858 929 697
B2 (general industrial)
18,580 m2 47 m
2 395 198 148
B8 (storage & distribution)
9,290 m2 70 m
2 133 67 50
C1 (hotels) 5,574 m2
95 bedrooms -
2 bedrooms 190 95 71
Phase 1 total 52,024 m2 - 2,576 1288 966
B1 (offices, light industry)
7,665 m2 10 m
2 766 383 287
B2 (general industrial)
7,665 m2 47 m
2 163 82 61
Phase 2 total 15,329 m2 - 930 465 349
TOTAL 67,354 m2 - 3,506 1,753 1315
Source: Dunsbury Hill Farm Environmental Statement, Tables 7.4 and 7.5 (Atkins, Mar 2012)
Indirect permanent jobs
In addition to the above direct permanent jobs, further indirect jobs would be supported locally and regionally through supply linkage and income multiplier effects, i.e. relating to purchases made as a result of the development and further purchases associated with linked firms alongside the supply chain as well as local expenditure as a result of those who derive incomes from the direct and supply linkage impacts of the development. Composite multipliers for the English Partnerships Additionality Guidance (2008, Table 4.8) have been used to calculate indirect jobs: 0.44 * 1315 net regional jobs = 578 FTE jobs.
The net additionality benefits to the region, compared with the reference case, is therefore estimated at 578 FTE jobs. (DHF Env Statement, Table 7.7)
b) Scenario 2 – Predominantly logistics use (reflecting recent developer interest from local logistics company)
Direct permanent jobs (B1, B2, B8, C1)
The logistics company interested in occupying 46,452m2 of the DHF site has indicated its intention to expand its
current operation from 400 to 1100, a net increase of 700 jobs. These would be new jobs created within the region, rather than existing jobs which have been displaced from elsewhere in the region.
It has been assumed that the remaining 20,902m2 of floorspace would comprise a mix of B1 and B2 use, and the
proposed hotel, and that (as in Scenario 1):
50% of businesses occupying this phase of development would move from elsewhere in the region, and
25% of non-displaced jobs would have been created anyway.
This results in a net additionality benefit to the region of 1,176 FTE jobs (1334 – 159).
Use Class Floorspace Employment Density (m2 per FTE employee)
Gross FTE Jobs
Net FTE Jobs (non- displaced)
Net FTE Jobs (compared with ref case)
B8 (storage & distribution)
46,452 m2 As advised by
developer. 700 700 700
Phase 1 total 46,452 m2 - 700 700 700
B1 (offices) 7,664 m2 10 m
2 766 383 287
B2 (general industrial)
7,664 m2 47 m
2 163 82 61
C1 (hotels) 5,574 m2
95 bedrooms -
2 bedrooms 190 95 71
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Phase 2 total 20,902 m2 - 1,119 560 420
TOTAL 67,354 m2 - 1,819 1,260 1,120
Indirect permanent jobs
Indirect permanent jobs have been calculated using the same approach as in Scenario 1, i.e. 0.44 * 1120 net regional non-displaced jobs (compared with reference case) = 493 FTE jobs.
c) Both scenarios
Construction jobs (Direct)
In accordance with the guidance from the LTB, the estimate of construction jobs is based on 12.5 FTE jobs for every £1 million spend on physical infrastructure:
Cost of constructing new road layout = £8m (incl. 25% contingency; see F1). Jobs = £8m * 12.5 = 100 FTE jobs.
Cost of constructing the development sites (both phases) = £75 million (see H1). Jobs = £75m * 12.5 = 938 FTE jobs.
Indirect jobs related to construction
In addition to the above construction jobs, further indirect jobs would be supported locally and regionally through supply linkage and income multiplier effects. This includes local firms supplying construction materials and equipment and construction workers spending part of their wages in the local economy. Assuming a composite multiplier of 1.44 at the regional level (English Partnerships Additionality Guide, Third Edition, 2008), the construction of the scheme could indirectly support a further 457 jobs regionally (0.44*(100+938)).
The total number of construction jobs created is 1495 FTE jobs. Note, the estimated number of construction jobs is slightly higher than in the Environmental Statement (March 2012), which assumed only 10.4 jobs per £1 million construction spend.
Scenario 1 (Mixed use development) Total Jobs
Total jobs created (direct or indirect) 1,315 net additional FTE jobs (Phase 1 = 966, Phase 2 = 349)
Total Jobs safeguarded 578 net additional FTE jobs regionally (Phase 1 = 425, Phase 2 = 153)
Total construction Jobs created 1038 FTE jobs (100 FTE jobs related to link road + 938 FTE jobs related to development of employment land)
Total indirect jobs related to construction 371 FTE jobs (regionally)
Total new jobs 3,302 FTE net jobs within the region
Scenario 2 (Predominantly B8 use) Total Jobs
Total jobs created (direct or indirect) 1,120 net additional FTE jobs (Phase 1 = 700, Phase 2 = 420)
Total Jobs safeguarded 493 net additional FTE jobs regionally (Phase 1 = 308, Phase 2 = 185)
Total construction Jobs created As Scenario 1.
Total indirect jobs related to construction As Scenario 1.
Total new jobs 3,020 FTE net jobs within the region
E9 Identify the expected total employment floorspace that the transport project will support (directly or indirectly). Provide the total number, and use the space provided to explain how the transport project will support the employment floorspace.
Total employment floorspace 67,354m2
a) Scenario 1 – Mixed use development consistent with the planning application and Havant Core Strategy
Outline planning permission, in principle, has been granted for 67,354m2 (GFA) of employment floorspace
comprising B1, B2, B8 and C2 uses (but not comprising more than 20% B8 use) – see table above.
It is assumed that the site would be constructed in two phases, commencing in 2016 and 2020 (with Phase 1 occupation in 2017-2018, and Phase 2 in 2021-2022). However in practice, the market will dictate the development period reflecting level of occupier interest and requirement. The hotel is intended to be internal-facing and provide conferencing facilities and accommodation for visitors to the employment zone.
b) Scenario 2 – Predominantly B8 use (reflecting recent developer interest from local logistics company)
As described above, the Council has recently (Summer 2013) received a serious enquiry for the Dunsbury Hill Farm site from an excellent local logistics business who wish to take up to 32,500 m
2 of employment space,
with an option for an additional 14,000 m2 (taking it up to £46,500 m
2). The business currently employs 400
people in the sub-region and is set to expand to over 1,100 employees in the next 2-4 years. The link road is
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crucial in unlocking this development and would result in significant occupancy of the site by 2016 (rather than 2018). It is also expected to bring forward the timescales for Phase 2 occupancy, as it is expected that the remainder of the site would be quickly filled (e.g. in 2017, rather than 2021-2022) once the market is aware that there is a signed occupier for the majority of the floorspace available.
c) Both scenarios
Development of the DHF site cannot commence until construction of the access and link road has been commenced, and it is considered that providing the entirety of the link would be the most cost effective solution.
E10 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 -
There is no housing development directly associated with this scheme.
E11 Identify the expected GVA impact of the transport project.
Scenario 1 – Mixed use development Scenario 2 – Predominantly B8 use
Construction stage GVA £30.710 million (see Part B) £30.710 million (see Part B)
GVA per capita £94.417 million (see Part B) £77.931 million (see Part B)
Note - The above Operational GVA figures have been calculated using the approach and benchmarks outlined in the LTB guidance. The value for Scenario 1 is somewhat higher than the value of £72.5 million estimated in the DHF Environmental Statement. This was based on an average GVA per capita of £34,800 in the Urban South Hampshire area and £38,300 in the South East region in 2008 (a conservative estimate given the current timescales and nature of the development). Both versions have been based on the net additional direct and indirect jobs in the region rather than the gross number of direct and indirect jobs.
E12 Describe any wider economic benefits expected to contribute to the overall value for money of the project.
It is proposed that the Council acts as developer of the site and then rents out floorspace to future occupiers, and any surplus income could be reinvested in enabling works at other development locations within Portsmouth, including Portsmouth Naval Base, Tipner / Horsea Island Regeneration Area, and the City Centre. The Solent (Wave Two) City Deal EoI (submitted Jan 2013) identifies these locations as priority sites within the sub-region requiring infrastructure and enabling works to unlock significant development, as part of a strategy to facilitate the growth and diversification of the region’s maritime sector.
Local Environment
E13 Explain the impact of the project on emissions from transport and disturbance from noise. What impact will this will have on the local area?
Air quality (Env Statement, 2012) - Air quality in the vicinity of the site is currently good, with pollutant concentrations below the Air Quality Strategy (AQS) objectives. Results of the local air quality assessment have shown that changes in concentrations of NO2 and PM10 due to the proposed development are small or imperceptible at all receptors, in both future years of assessment. As concentrations would be expected to remain below the AQS objectives both with and without the proposed development, the overall effect on air quality is considered to be negligible.
There are 444 properties within 200 metres of the development. Provided dust mitigation measures are implemented during construction, the risk to these surrounding properties from dust nuisance would be negligible. Traffic travelling to and from the Site during construction would be most likely to use the A3(M) for access, with construction workers additionally using the local road network. The effect of construction traffic is expected to be negligible.
Noise and vibration (Env Statement, 2012) – The operation of the site, including the car parks, site traffic and night time deliveries is unlikely to have a significant effect on the nearest noise sensitive properties. The noise from the A3(M), the access road, the car parks and night time deliveries is most likely to affect the proposed hotel. The design of the layout, construction and orientation of the hotel can influence the noise levels within the hotel bedrooms. An increase in traffic flows by 25% or a decrease by 20% would result in a 1 dB noise change. It is expected that the additional road traffic generated by the proposed development would be sufficiently low volume not to affect the existing road network.
With appropriate noise mitigation measures and good working practices, it would be possible to minimise the
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duration and extent of significant construction noise effects.
E14 What is likely to be the overall impact on the natural environment?
Beneficial - The proposed development has been designed on the basis that this large site should continue to function as a strategic gap between Waterlooville and Havant, involving a 150-180m wide landscaped buffer between the employment uses and the A3(M). Existing important trees, particularly protected trees, and hedgerows, within the site will be retained where possible. The proposals also seek to preserve the site’s important habitats and features of ecological value as far as possible.
In addition, the Hermitage Stream Corridor will be enhanced through the restoration of a section of the stream and provision of a new wetland feature to provide both wildlife benefits and increased flood storage capacity. Appropriate sustainable drainage system (SUDS) techniques will be incorporated to ensure that greenfield run-off rates are achieved.
The operational effects of the proposed development are considered to be neutral.
Enhanced green infrastructure links between Havant Thicket Reservoir, Dunsbury Hill and the amenity open space west of Ramsdale Avenue on the edge of Leigh Park are proposed, in accordance with the requirements of the Core Strategy.
E15 What is likely to be the overall impact on streetscape and/ or the urban environment?
The site layout has been designed to avoid any perceived coalescence between Havant/Leigh Park and Waterlooville/Cowplain urban areas with careful consideration of the integration of built form within the landscape such that built form is screened by the established and proposed landscape structure.
Rooflines of buildings within Phase 1 will be below the 40m contour to exploit the screening effect of Beech Wood and planting alongside the A3 (M) corridor. Phase 2 rooflines will be below the 45m contour to ensure that Dunsbury Hill and Bell’s Copse and the planting to the east of Park Lane Stream will screen views into the site.
Section F: The Financial Case
F1 What is the total cost of the project?
£8.540 million (2011 figures).
Activity
Feasibility
Studies
Design
Stage
Approvals
Process
Planning
Fees
Funding
Bid costs
25%
Cont'cy
Phase 1
Summary Build Costs 25% Cont'cy
Total Cost Ph
1 + Build
Dunsbury Hill Farm
Access Road £40,000 £300,000 £75,000 £25,000 £0 £100,000 £540,000 £6,400,000 £1,600,000 £8,540,000
Totals £40,000 £300,000 £75,000 £25,000 £0 £100,000 £540,000 £6,400,000 £1,600,000 £8,540,000
The above costs were developed as part of the initial feasibility work on the site, and are based on initial design drawings and site surveys. The build cost has been estimated using unit rates for carriageways (£/sq.m), footways (£/sq.m), drainage (£/m), gullies and street-lighting columns (£/unit) and verge and swale (£/sq.m); based on previous similar jobs and Spon’s Civil Engineering and Highway Works Price Book. A total cost per sq.m has then been compiled (£360/sq.m) and applied to the total area for the road (17,800sq.m). While much of the new link road will be unkerbed, the unit rates used relate to kerbed highways. These higher rates have been used to provide a conservative estimate of scheme cost, and to allow for earthworks.
A 25% contingency has been added to reflect the fact that the cost estimate is based on initial design drawings and site surveys.
The City Council with PUSH provided the resources for Phase 1 site investigation, preliminary design and applying for regulatory approvals for Dunsbury Hill Farm.
Cost do not cover any works associated with Hulbert Road/Purbrook Way (Asda) Roundabout (£5.3 million); which does not form part of planning application site and implementation would be undertaken by HCC; or the proposed pedestrian / cycle route to the west.
Cost for delivering part of the link road only
As part of the previous assessment of this funding application, PCC were asked for a breakdown of the cost
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associated with implementing different sections of the road only. Construction of just the western part of the link road, from Hulbert Road to Hotel Roundabout, requires construction of two roundabouts and Hermitage Stream bridge and is therefore estimated at more than 50% of total scheme cost.
This option would provide access to only a small part of the site (see Figure A2 of proforma) and would significantly reduce the attractiveness of the site to developers; and would prevent the provision of the EW bus route, a significant source of transport user benefits and of strategic importance in context of the expansion of the BRT network.
Construction of only the eastern part of the link road, from Leigh Park to the Hotel Roundabout, would be a cheaper option, but does not offer the benefits of good strategic transport access to the site from the A3(M), would significantly increase traffic through the residential area of Leigh Park, and would prevent the provision of the EW bus route.
Neither of these options is considered viable, from a strategic, economic or commercial perspective.
F2 What is the capital funding request from the LTB?
£5.540 million (This has been updated since the June 2013 submission, to reflect further clarification on the scale of local contribution which can be provided).
F3 What percentage of the total transport project cost is the LTB request?
65%
F4 How is the remainder of the transport project cost to be funded?
£2 million local contribution has been identified from PCC’s capital reserves. It is also anticipated that an additional £2 million will be secured through other local authority contributions.
F5 Set out the indicative funding profile in the table below (Re-profiled to reflect revised programme)
£m <2015-16 2015-16 2016-17 2017-18 2018-19 >2018-19 Total
LTB Capital Funding Sought
£4.540 m £4.540 m
LA Capital £4.000 m £4.000 m
LA Revenue
Total £4.000m £4.540m £8.540 m
F6 Will the project require ongoing revenue support? If so, how will this be funded?
After completion of its construction it is intended the proposed new link will be adopted for highway purposes by HCC.
F7 Would funding awarded to this project comply with European State Aid regulations?
The funding forms part of a package of funding, provided by public sector sources. There is no private equity participation, and therefore no support or ancillary benefit to a commercial undertaking.
The funding will be used for the purposes of funding the road scheme. The road will be adopted as highway, and maintained at the public expense. Its use will not be limited to any given commercial undertaking or undertakings. The public benefit of the funding will be realised in perpetuity, to the general public, and commercial entities in general terms - and not to any individual, identifiable, entity.
Portsmouth City Council will, nonetheless, own, develop and operate the park, and own, develop and maintain the developed highway. In developing and operating the business park, Portsmouth City Council is not acting as a commercial undertaking for the purposes of the rules on state aid - the park will be accessible as a public asset, and Portsmouth City Council's rationale for developing the site is not as a market investor, but as a public body, resolving to act to realise general economic, social, and environmental well-being outcomes, and the promotion of employment and transport-network sustainability aims.
Insofar as the funding may raise concerns as to a transmission of aid to an undertaking:
a) Portsmouth City Council will market any commercial unit delivered on the site on market-prevailing rent terms and prices, in accordance with the duty to secure and comply with the best consideration rules, contained within section 123 of the Local Government Act 1972.
b) In any event, the intensity of any putative aid accruing to an individual commercial undertaking will not
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exceed the de minimis threshold, and Portsmouth City Council will, if requested as a condition of this grant, operate a screening process to ensure that the requirements as to aid intensity pursuant to Regulation 70/2001 (on aid to small and medium sized enterprises) are complied with in respect of any residual aid arising out the LTB grant.
Loan Applications
F8 Please list the source(s) of loan repayment.
N/A
F9 Please set out the preferred loan repayment term.
N/A
Section G: The Management Case
G1 Is the scheme deliverable within the 2015-19 period? If not, when will the project be delivered and will LTB funds be spent within the 2015-19 period?
Yes (see programme below).
Approval in principal has already been granted in principle (28/03/2013) in relation to a detailed planning application for the road link and parties are working together to enable permission to be issued by the 30
th
September 2013. Preliminary design work has been completed, including development of an mx model. Initial site investigation and desk-top assessments have not identified any issues of concern. Subject to securing funding for the link road, contractural negotiations and other preparatory tasks will be completed to allow commencement of works on site in May/June 2014. Construction of both the link road and employment units is expected to take 12 months.
We are currently in discussions with our procurement team to confirm the most appropriate procurement route. The work programme allows for sufficient time to use a traditional OJEU approach, or design and build through one of our existing contracts. We are considering using a single contractor for both the road and employment units to minimise any delays on site.
The site is owned by PCC, and the Council now intends to act as developer of the site. This will ensure that the development can be delivered quickly, and meet the requirements of the interested logistics-based company to relocate in Summer 2013.
Commitment from all parties is also required: from HCC as highway authority; from HBC as planning authority; from PCC as landowner, investor and developer; and from Solent LEP / LTB to prioritise and align budgets and commit to strategically support this proposal. A site visit took place on 11
th September, for key
stakeholders to visit the site and discuss the way forward. A legal agreement will be secured with the interested occupier as soon as possible.
G2 Is the scheme on the Strategic Road or Rail network? If yes, does the relevant infrastructure owner support this scheme and committed to its delivery within the 2015-19 period.
The scheme is not on the Strategic Road Network, but will impact on the A3(M). The Highways Agency was consulted as part of the planning application process, and submitted a letter of support for the scheme and related development. Discussions are on-going in relation to detailed aspects of the scheme design.
G3 Does the scheme impact on public transport operations? If yes, are public transport operators supportive of the scheme?
Yes. A bus only link will be provided from the site to the east into Leigh Park joining the existing Woolston Road three arm roundabout, enforced via a bus gate.
Discussions have been held with HCC, TfSH and local bus companies to advise of the opportunity of a linkage to the wider BRT network. A letter demonstrating this is provided in Appendix B. In addition, First and Stagecoach were on the steering group for the BRT study, and were supportive of the proposals for a BRT link from Havant through DHF to Waterlooville, extended to West of Waterlooville MDA in the longer term.
A letter of support from First Group is also provided in Appendix B, confirming that they would be willing to extend their services into the DHF site.
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G4 Demonstrate the design and implementation resources that will be in place to develop and deliver this project. Also confirm who the senior officer responsible for the delivery of the project will be.
A project team, chaired by the Strategic Director, has already been established within PCC to take this forward, with an initial brief of determining the business case and the critical path to ensure the timescales proposed are deliverable. A Project Manager has been appointed to oversee development and delivery. Other members of the team cover property, legal, procurement, planning, quantity surveying, and highways engineering. The team meets formally on a fortnightly basis, and at other times as required.
In addition, an external architect specialising in warehouse design has been appointed to work with the Council and the potential occupier. Initial architectural designs are expected imminently. We have also appointed an external quantity surveyor. In addition, PCC is able to draw on the expertise and resources of its term consultants who are able to provide the skills require for detailed design, ecology and delivery of this scheme.
Portsmouth City Council, Hampshire County Council, and Havant Borough Council have a track record of working together over a 10 year period under existing partnership structures and local authority led collaborations such as the Partnership for Urban South Hampshire and Transport for South Hampshire. In addition, Solent LEP also has a strong track record in delivering schemes to unlock growth.
Senior Responsible Officer: Simon Moon.
G5 Confirm your commitment to maintain the asset post delivery.
After completion of its construction it is intended the proposed new link will be adopted for highway purposes by HCC.
G6 Set out the high level project stages.
The programme has been revised (September 2013) to meet the requirements of the interested occupier to relocate in 2015/16. The programme is challenging, but considered feasible with the required commitment of all parties. Detailed programme available.
Project Stage 2013-14 2014-15 2015-16 2016-17 2017-18
Resolution of planning matters Sep13 – May14
Site investigations, topographic and geotechnical survey (undertaken in accordance with habitat mitigation strategy)
Sep13 – Jan14
Environmental mitigation
- Appoint ecologist / preparation of Construction Environmental Management Plan (CEMP)
Sep13
- Apply for European Protected Species Mitigation Licences in respect of dormouse AND bats, to enable vegetation clearance - preparation and approval
1
Oct13 – Jan 14
- Tree clearance 2 Jan14 – Mar14
- Bat relocation 3 Jan14 – Mar14
- Habitat relocation 4 Jan14 – Mar14
- Reptile translocation 5
(a - Set up relation area; b - translocate) Nov13 – Jan14 (a)
Mar14-May14 (b)
Vegetation clearance 6 Jan14 – Mar14
River restoration work
Outline design, Water Framework Directive Compliance Assessment, Contaminated land assessment
Oct13 – Dec14
Flood Defence Consent Jan14 – Mar14
Detailed design Mar14 – May14
Construction Jun14
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Detailed design (link road)
- Highway alignment Sep13 – Nov13
- Street lighting Sep13 – Oct13
- Highway drainage and Southern Water / EA approvals
Sep13 – Jan14
- Bridge Sep13 – Feb14
Procurement
Procurement process (PQQ) and preparation of tender documents
Sep13 – Dec13
Preparation of contract documents for construction
Mar14– Jun14
Tender period, evaluation, award of contract Jun14 – Oct14
Construction
- Construction of temporary access road May14–Sep14
- Construction of permanent road (carriageway, earthworks, bridge, bus gate, statutory diversions)
Sep14 – Jul15
Construction and occupation of empl. units
- Construction of employment units (Phase 1) using temporary road
Sep14 – Jul15
Occupation of Phase 1 site by logistics company Mid 2015
Construction of employment sites (Phase 2) ** By Mar17
Occupation of Phase 2 sites By Mar18
Ecology notes
1. EPS Mitigation License - Age of survey data to be used for dormouse and bat EPS Mitigation Licence applications to be discussed with Natural England. They may require that updated surveys are undertaken for the whole application site including the proposed link road. Preparation and approval process typically takes 3-4 months.
2. Tree clearance - This must only apply to the trees and no other vegetation (shrubs, bramble or ground vegetation). Trees that have NOT been identified as having bat roosts along the proposed link road can be cut to stump level (approximately 30 cm above ground level). These stumps cannot be removed or worked on until the EPS Mitigation Licence for dormice is in place and the mitigation strategy (method statement) agreed with Natural England and developer’s (PCC’s) ecologist, and when dormice are active (May/June). Trees that HAVE been identified as having bat roosts along the proposed link road cannot be worked on or felled until a EPS Mitigation Licence for bats is in place and the mitigation strategy agreed with Natural England and developers ecologist.
Any other trees outside of the proposed link road that need to be felled or subject to arboricultural works will need to be assessed for potential bat roosts and further bat surveys may be needed. These trees need to be identified at an early stage so that the developers ecologist can advise on appropriate timescales.
3. Bat relocation - EPS Mitigation Licence for bats needs to be in place as stated above relating to trees along the proposed link road. Bat boxes as mitigation need to be installed by Jan 2014 at the latest.
4. Habitat Creation - Habitat Creation Area needs to be in place before any reptile translocation begins. Brash piles and 2 hibernacula (reptile hibernation sites) need to be installed, and can be done using logs and branches from felled trees. Dormouse nest boxes are to be installed as a requirement for the EPS Mitigation Licence in areas stipulated in the Dormouse Mitigation Strategy.
5. Reptile translocation - All hedgerows where reptiles have been recorded during the reptile surveys stated in the Environmental Statement March 2012 must be protected using Heras fencing to prevent accidental incursion by machinery and contractors. This will be included in the CEMP and fencing should be in place from at least Jan 2014. Reptile translocation can be undertaken from March 2014 – May 2014 subject to weather conditions and the establishment of the Habitat Creation Area.
6. Vegetation clearance - The developer’s ecologist will be required to act as an ecological clerk of works during all vegetation clearance on site. The ecologist will check for nesting birds and all protected species prior to any vegetation clearance. Vegetation should ideally be cleared outside of the bird breeding season which is generally regarded as March – July depending on weather conditions. Further advice must be sought from the developer’s ecologist, particularly as some areas will be subject to EPS Mitigation Licence for dormouse.
G7 Is the project likely to be publically acceptable?
Yes – Consultation undertaken in relation to the recent planning application (see below) resulted in a very positive response from statutory and non-statutory stakeholders. In particular, the Community Boards and the Development Consultative Forum support the proposed development of the site for employment uses and it was considered that adverse impacts could be addressed through design and mitigation solutions.
Concerns raised about access from the A3(M) have been addressed through design discussions with Hampshire
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County Council, the Highways Authority. The site is considered to be well located for access to the motorway network although there is concern about the impact on safety and congestion on the Strategic Road Network. There was considerable support for the east-west alignment to provide a public transport link between Hulbert Road and Woolston Road into Leigh Park.
The proposals have been further developed in discussion with a wide range of interests including the Hampshire County Council Highways Dept, the Highways Agency, Environment Agency, Natural England, Hampshire County Council Ecologist and officers of HBC.
G8 Has any consultation taken place or is any planned? If so, please summarise.
Havant Borough Council has led a lengthy historic consultation relating to the proposals for the Site which has been derived from policy proposals that have emerged from draft and final development plan documentation. For example the Site has been consulted upon in the context of the Core Strategy and other past iterations of the Local Plan, the supporting evidence bases, the 2007 Development Brief, the 2011 Masterplan proposal.
In addition, the following was carried out as part of the recent planning application:
The Indicative Masterplan was presented at joint Community Boards for Leigh Park, Havant and Bedhampton (20/06/2011); Waterlooville North and South (29/06/2011); and Warren Park Neighbourhood Forum (22/09/2011); and at the Development Consultative Forum (DCF) on 3rd October 2011.
An unmanned public exhibition was held at The Hub in Leigh Park between 3rd and 18th November and in the Plaza in the Atrium of the Havant Borough Council offices between 18th November and 7th December 2011. Feedback questionnaires were provided at the exhibition.
The proposals were also included on the Havant Borough Council and the PUSH websites.
A full report of the consultation process is included in the Statement of Community Involvement which accompanied the planning application: http://www5.havant.gov.uk/ACOLNETDCOnline/acolnetcgi.gov?ACTION=UNWRAP&RIPNAME=Root.PgeDocs&TheSystemkey=227407
G9 Has the project been successfully delivered elsewhere, and how transferable is the project to the Solent area?
There are many examples of similar schemes being delivered across the country. This scheme reflects the specific local circumstances, and there is no reason to assume that it will not be successfully delivered.
G10 Set out the key risks associated with the project.
Risk Likelihood Impact Comment / Mitigation
Planning
A Section 106 agreement may not be secured / mitigation strategy may not be signed off, delaying approval of planning application
Low High All relevant bodies are working towards resolution of matters by completion of the section 106 agreement by the 30
th September and a
PPaA entered into. A revised habitat mitigation strategy has been submitted.
It is possible the proposed level of B8 use would exceed the maximum recommended limit of 20% as set out in the Havant Core Strategy.
Medium Low There is sufficient float within the programme to resolve any planning matters (e.g. treat as departure or revise planning application).
Failure to complete negotiations with potential occupier
Medium Medium There are currently two potential occupiers. A project team has been established and external architect appointed to work with both occupiers, and detailed project plan prepared to identify milestones and critical path.
Hampshire County Council may fail to secure funding to deliver the improvements to the Asda Roundabout
Medium Low Development of the site can commence and proceed without such improvements in place.
The Asda Roundabout does not fall within the planning application boundary and is already congested (see E4). PCC has offered to transfer land needed for the junction improvement and has agreed to make a financial contribution towards the works not exceeding £250,000 (approved by Cabinet).
Market conditions may result Low Medium The proposed occupancy of the site by the interested logistics business
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in limited interest from developers in Phase 2 of the development
would account for a significant proportion of the 67,353 m2 of
development land available at the site, and it is expected that the remainder of the site would be quickly filled (post 2016) once the market is aware that there is a signed occupier for the majority of the floorspace available.
There is considerable evidence demonstrating the need for good quality employment sites to attract inward investment and provide for expansion of existing businesses. As part of the Local Plan development process (early 2000s), Havant BC carried out a range of studies into the supply of and demand for employment land in the Borough. HBC considered that there was sufficient evidence available to justify the allocation of this site on the grounds that all other options had been considered and there were no other sites within Havant suitable for the use proposed or which could be delivered because of the land ownership. (Environmental Statement, 2012)
Demand and supply analysis has already been commissioned by PCC.
Environment
Natural England may require additional habitat surveys to be undertaken before granting a Mitigation License
Medium High Initial discussions with Natural England have indicated that additional habitat surveys will not be required, providing that there has not been a significant change to the habitat since 2010 (when the previous surveys were undertaken).
Rare bat species may be identified in the area
Medium High Rare bat species have been found 1.5km from the site in similar vegetation. If evidence is found on site, further habitat surveys may be required. Further investigation being undertaken (currently in progress).
Approvals and detailed design
Delay in securing approvals from the HA, EA, and Southern Water
Medium Medium We will engage with the relevant bodies at an early stage, to determine their requirements and timescales.
It may be necessary to discharge to new outfalls into Hermitage Stream. Flood Defence Consents are usually granted (if approved) within 2 months of application. Typically the construction of drainage for the road could be independent of that for the rest of the site and should not therefore inhibit the programme.
The EA may like to consider the likelihood for future outfalls from the non highway part of the scheme to discharge to the Hermitage Stream alongside the initial FDC for the road outfalls.
Proposed river realignment results in an increased flood risk to the area
Low Medium Wouldn’t get FDC / EA approval and would need to redesign.
Ensure the design allows for suitable space and consider additional modelling where necessary.
EA reject design (based on flooding, WFD etc.)
Low Medium Ensure early consultation with the EA on the design and remain in close contact throughout to ensure the design is sufficient.
Ground conditions unsuitable for restored channel
Low Medium Ensure a suitable GI is undertaken in the proposed new planform. This may result in a redesign of the channel (relocation of the planform).
Increase in extent and cost of services diversions envisaged at bid stage.
Low Medium Ensure formal agreement formal agreement of works in place during the early part of delivery programme.
Construction
Contaminated land discovered prior to or during construction
Low High May need to bring in backfill material for river channel from elsewhere, which would impact on the cost.
Review initial desktop survey, draw up scope for GI and commission (see programme).
Delay in diversion of known services which results in delays to the programme and increased costs
Low Medium Consider undertaking ground radar surveys during the design stage. Continue dialogue with utility companies and obtain programmes and their commitment. Undertake advanced works if feasible.
Buried services found during construction
Low High Due-diligence will be maintained during excavation of new channel in case unknown services are discovered.
Unexploded ordnance found on Low High Undertake an initial desk / screening study to outline likelihood.
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site.
Section H: The Commercial Case
H1 What investment will this scheme lever in?
The estimated level of investment levered in is based on the cost of building the employment sites for which planning permission has been granted, as follows:
a) Scenario 1 – Mixed use development consistent with the planning application and Havant Core Strategy
Use Class Floorspace (bedrooms in the case of the hotel)
Cost / m2 gross internal floor area*
Cost / m2 gross floor area
Cost
B1 (offices, light industry) 18,580 m2 £1195 £1494 £27.753m
B2 (general industrial) 18,580 m2 £702 £826 £15.345m
B8 (storage and distribution) 9,290 m2 £603 £709 £6.590m
C1 (hotels) 95 bedrooms £1261 £1576 £8.786m
Phase 1 total £58.475m
B1 (offices, light industry) 6,132 m2 £1195 £1494 £9.159m
B2 (general industrial) 6,132 m2 £702 £826 £5.064m
B8 (storage and distribution) 3, 066 m2 £603 £709 £2.175m
Phase 2 total £16.398m
TOTAL £74.873m
*Cost rates from BCIS Online (http://service.bcis.co.uk/), including prelims. As used for DHF Environmental Statement (Atkins, Mar 2012).
b) Scenario 2 – Predominantly logistics use (reflecting recent developer interest from local logistics company)
Use Class Floorspace (bedrooms in the case of the hotel)
Cost / m2 gross internal floor area*
Cost / m2 gross floor area
Cost
B8 (storage and distribution) 46,450 m2 £603 £709 £32.933
Phase 1 total £41,719
B1 (offices, light industry) 7640 £1195 £1494 £11,414
B2 (general industrial) 7640 £702 £826 £6,310
C1 (hotels) 95 bedrooms £1261 £1576 £8.786m
Phase 2 total £17,724
TOTAL £59,443
*Cost rates from BCIS Online (http://service.bcis.co.uk/), including prelims. As used for DHF Environmental Statement (Atkins, Mar 2012).
The above figures exclude professional fees, finance costs and provision of new link road and inflation.
H2 What is the public investment private investment ratio?
a) Scenario 1 – Mixed use development consistent with the planning application and Havant Core Strategy
Ratio = 8.8:1 (Private investment: £74.873m; Public investment = £8.540 million, see F1).
b) Scenario 2 – Predominantly logistics use (reflecting recent developer interest from local logistics company)
Ratio = 7.0:1 (Private investment: £59.443m; Public investment = £8.540 million, see F1).
Section I: Monitoring & Evaluation
I1 Can the scheme be measured against these KPIs?
Net additional jobs created (directly or indirectly) or safeguarded in the Solent LTB area that can reasonably be linked to the transport intervention.
Yes No
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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 No
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 No
Local Gross Value Added (GVA) created or safeguarded.
Yes No
I2 Provide a short summary of how you will monitor and evaluate this project.
In addition to the above the following indicators will be monitored:
Mode share of journey to work trips
Bus patronage on services to DHF
Traffic flow, delay and accidents on local roads.
Number of private sector jobs created / safeguarded
Take up of employment by local residents
Other investment leveraged
Number of apprenticeships created
Section J: Declarations
J1 Senior Responsible Owner As Senior Responsible Owner for Dunsbury Hill Farm Link Road I hereby submit this request for prioritisation to the LTB on behalf of Portsmouth City Council and confirm that I have the necessary authority to do so. I confirm that I have read the supporting guidance and that Portsmouth City Council have the resources in place to develop a full transport business case should this proposal be short-listed and that Portsmouth City Council will have all the necessary statutory powers in place and resource to ensure the timescales in the application can be realised.
Name Simon Moon
Signed
Position Head of Transport &
Environment Date 12
th June 2013
5th
Sep 2013 (update) 23
rd Sep 2013 (update)
30th
Sep 2013 (update)
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Figure A1: Site location map
Hulbert Road / Purbrook Way /
Asda Roundabout
28
Figure A2: Indicative Masterplan (including link road)
Source: Dunsbury Hill Farm Transport Assessment (Atkins, Mar 2012)
29
Figure A3: Cross borough bus service
Source: Dunsbury Hill Farm Transport Assessment (Atkins, Mar 2012)
30
Figure A4: Walking and cycling isochrones
Walking (400m, 800m, 1600m isochrones)
Cycling (2km, 5km, 8km isochrones)
Source: Dunsbury Hill Farm Transport Assessment (Atkins, Mar 2012)
