Appendix D Appraisal Summary Report - Slough · 2020-06-18 · Improvements to the station building...

Appendix D

Appraisal Summary Report

Langley Station and access improvements Appraisal Specification Report Slough Borough Council

12 June 2016

Langley Station and access improvements Appraisal Specification Report

Atkins Langley Station access & improvements Appraisal Specification Report | Version 2.2 | 12 June 2016 | 5149496 ii

Notice

This document and its contents have been prepared and are intended solely for Slough Borough Council’s information and use in relation to the application for funding from the Berkshire Local Transport Board.

ATKINS assumes no responsibility to any other party in respect of or arising out of or in connection with this document and/or its contents.

This document has 17 pages including the cover.

Document history

Job number: 5149496 Document ref: 5149496-DOC-001

Revision Purpose description Originated Checked Reviewed Authorised Date

Rev 1.0 Skeleton DW

Rev 1.1 Skeleton update DW

Rev 2.1 First draft LW/ NS JH

Rev 2.2 Second draft NS LW DW DW 12/06/16

Client signoff

Client Slough Borough Council

Project Langley Station and access improvements

Document title Langley Station access & improvements Appraisal Specification Report

Job no. 51494969496

Copy no. 1

Document reference

5149496-DOC-001


Atkins Langley Station access & improvements Appraisal Specification Report | Version 2.2 | 12 June 2016 | 5149496 iii

Table of contents

Chapter Pages

1. Introduction 4 Purpose of the report 4 Scheme summary 4 Objectives of the scheme 5

2. Challenges and issues 7 Key issues 7 Outcomes of the scheme 7 Expected outcomes 8 Deliverability and risks 8

3. Transport modelling 10 The proposed approach 11

4. Appraisal methodology 12 Economic appraisal 12 Social impacts 14 Environmental impacts 14

Appraisal Specification Summary Table 15

Tables Table 1-1 Objectives and desired outcomes 6 Table 2-1 Option concepts 8 Table 2-2 Project risks and mitigating actions 9 Table 1-1 Objectives and desired outcomes 6 Table 2-1 Option concepts 8 Table 2-2 Project risks and mitigating actions 9


Atkins Langley Station access & improvements Appraisal Specification Report | Version 2.2 | 12 June 2016 | 5149496 4

1. Introduction

Purpose of the report 1.1. ‘The Transport Appraisal Process’ as stated in Section 2.12.2 of the Department for Transport

(DfT)’s Transport Appraisal Guidance (TAG) states that an Appraisal Specification Report (ASR) should be submitted to set out how appraisal will be undertaken. It should detail the:

Proposed approach to modelling and forecasting;

Proposed methodology for assessing each of the sub-impacts presented within the AST;

Proposed level of design or specification which will inform the cost estimation, and how better cost information will be obtained; and,

Evidence that views on the appraisal methodology have been sought from the statutory environmental bodies and others.

1.2. This report discusses the overall methodology that is to be followed to appraise the changes to the transport network at and around Langley station.

1.3. Due to the scale of funding requested for the scheme, a proportionate (but WebTAG compliant) appraisal is required.

Scheme summary 1.4. SBC, Network Rail, Rail for London (Crossrail) and Great Western Railways hold a joint interest

in how the borough’s three national rail stations are accessed by those living or working in Slough. With the arrival of Crossrail services scheduled from 2019, with the associated enhanced travel opportunities and improved regional connectivity, the accessibility and quality of facilities at and around the borough’s three stations will become even more crucial.

1.5. Additionally, works to Langley station to facilitate the Western Rail Link to Heathrow (WRLtH) project, connecting the west with Heathrow Airport is due to commence in 2019, The WRLtH scheme will offer further enhanced rail services for the borough, with direct rail services connecting to a strategic travel hub, improving trip opportunities from Langley. Proposed works to Langley station will be functional rather than aesthetic, involving re-alignment of platforms 3 and 4 with no impact on the existing station buildings and bridges (including the proposed new footbridge).

1.6. Close collaboration between the interested parties has been on-going for some time, and has resulted in the combined Langley Station and access improvements scheme. The scheme is intended to improve station facilities at Langley and enhance access to the station from the eastern part of the Borough, as well as the neighbouring areas of South Buckinghamshire.

1.7. Some work has recently been undertaken as part of Network Rail’s electrification programme to prepare the line for Crossrail services. However, the scheme presented in this ASR focuses on improving access to Langley Station and the user experience within the station itself.

1.8. SBC propose to undertake the detailed design and implementation of the following elements to improve multi-modal access to the station:

Junction improvements at the Station Road / Waterside Drive junction outside the northern station entrance

Reconfiguration of car park and provision of ‘kiss and ride’ area and electric vehicle charging points



Conversion of access road to Pay & Display parking linked to station car park

Potential additional car parking on HEX land (as a sensitivity test only)

Increased number of taxi bays

Increased secure cycle parking, including secure membership-only provision via a hub

New Cycle Hire Slough docking station, to link with other docks in the area

Improved cycle and pedestrian access underneath rail bridge on Station Road

New pedestrian route (Equality Act 2010 compliant) through car park

Improved pedestrian routes into both the southern and northern access points

Expansion of Langley 20mph zone to cover station

Improvements to bus stops and onward travel information between the station and bus stops

1.9. The highways element of the scheme will predominantly improve pedestrian and vehicle access to the station, improving access and benefitting station user health via active travel. The scheme is not predicted to affect traffic flow in the vicinity of the station, which is not a major issue at present.

1.10. The scheme also includes the following works being undertaken by Rail for London, Network Rail and Great Western Railway as part of their improvements schemes for Crossrail through the On Network Stations Improvement Programme (ONSIP) Step Free Access Scheme. Construction work is due to take place at Langley beginning in January 2018 and scheduled for completion by August 2019. Core improvements will be:

A new pedestrian footbridge across the platforms to the east of the existing footbridge, including step-free access via a lift

Improvements to the station building exterior (painting works and platform furniture) scheduled for January 2019

Improvements to passenger waiting areas

Improvements to the station building interior (waiting area and ticket office) in order to bring in line with branding for Crossrail across the network

CCTV improvements

Objectives of the scheme 1.11. The scheme objectives have been defined to address directly the problems discussed earlier in

this chapter. They align closely with the established policies and plans of the scheme promoters, the Local Enterprise Partnership and Central Government – most obviously in terms of the Government’s broad goals for transport.

1.12. The desired outcomes from each objective have been considered and are shown in Table 1-1.



Table 1-1 Objectives and desired outcomes

Objectives Desired Outcomes

(1) Improve pedestrian access to Langley station

Facilitate / encourage commuter travel to/from Langley station

Encourage mode shift for journeys to/from the station towards sustainable and active travel

Enhance the legibility and visibility of Langley station to residents and commuters in the wider area

Improve safety and journey times for pedestrians using the key Station Road / Waterside Drive junction

Maximise benefits accruing from rail operator investment into improving the services and passenger facilities at Langley station

Transform the area around the station to a less car-dominated environment

(2) Improve access for cyclists to Langley station

Improve cycling infrastructure surrounding and within Langley station

Increase the number of journeys to/from the station undertaken by bicycle

Improve the health of rail users via active travel

Improve safety for cyclists travelling to and from Langley station

Enhance the connectivity for cyclists with key trip generators in the local area, such as East Berkshire College

Support uptake of the Slough Cycle Hire scheme in the borough

(3) Provide reconfigured parking arrangements and drop off facility for Langley Station

Provide a better layout for improved access to / from the car park area and improved taxi and kiss & ride drop off

Provide additional parking via Access Road / potential HEX depot

Provide better access to and from the station for people with disability or reduced mobility

Reduce instances of vehicle conflicts with other station users

(4) Improve the perception of safety and security at and around Langley Station

Create a more welcoming environment

Reduce reports of criminal or antisocial activity

Improve the overall passenger experience of using Langley station

Generate an environment that is more attractive for future, potential investment and development in the area



2. Challenges and issues

Key issues 2.1. Langley station is located to the east of Slough in the mainly residential area of Langley. The

immediate area to the north does however comprise of a light industrial park, and to the south is Langley Business Park (a site earmarked for future re-development). East Berkshire College’s Langley College is approximately 0.2 miles to the south west of the station. Langley is connected to the strategic highway to the south via the M4 motorway and the A4 London Road. The station is not immediately visible on the approach from the south or north with variable standards of signage for pedestrians, cyclists and vehicles.

2.2. Despite the multiple access points to the station/platforms, the public realm is not conducive to a safe or attractive shared space for pedestrians or cyclists. This is particularly notable within the station car park on the northern side, with conflicts between vehicles and other station users.

2.3. Accessibility for those with mobility impairments is poor, particularly on the southern approach partly due to significant level differences, although this will be resolved in part with the construction of a second footbridge with lift platform access through the Crossrail improvement works.

Outcomes of the scheme

Consequences of do nothing 2.4. Without the introduction of proposed measures, the existing poor facilities at Langley Station, the

poor accessibility for all users into the station from the surrounding network will remain. Furthermore, the poor quality of existing facilities and accessibility is likely to dampen the future rail demand and associated economic growth benefits that Crossrail is expected to bring.

2.5. Not improving Langley Station would also be a negative signal to investors and industry, discouraging new development and severely limiting the effects of current and planned private sector investment in the Langley Business Park, the recent redevelopment of Langley College, and other future developments contributing to the future of the Langley town centre area.

2.6. Specific outcomes of a Do Nothing case includes:

The constraints of the existing transport conditions will act as an inhibitor to growth with private sector investment attracted to other areas with better accessibility

Poor accessibility around the station is likely to encourage people traveling by rail to choose other routes where facilities, access and safety perception is better, for example opting to travel further to Slough Station, to avoid using Langley Station

A reduced growth in travel demand from the above would reduce the impacts predicted from committed infrastructure improvements, namely Crossrail

Options considered 2.7. At the outset of the scheme design a number of options were considered. These included five

broad scheme concepts in addition to a “Do minimum” option in which the existing facilities remain. Assessments of the remaining five scheme concepts included numerous tests incorporating slight variations within each concept scheme. A brief description of each option concept is presented in Table 2-1.



Table 2-1 Option concepts

Concept Option Description

DM Do minimum – retain current arrangements and rely on background growth

As existing, with background growth as a result of increased patronage through Crossrail.

DS1 Langley station facilities improvement – step-free access (Access for All)

Crossrail and Network Rail deliver step-free access via a new footbridge

DS2 Langley station facilities improvement – pedestrian and cycle access improvements

As DS1 plus improved linkages to station for pedestrians and cyclists, including upgrading of Station Road / Waterside Drive junction, public realm improvements around the station, and improved facilities within the station for pedestrians and cyclists. The existing parking area will be reconfigured and additional parking considered on Waterside Drive or the Access Road.

DS3 Langley station facilities improvement – onward travel information upgrades

As DS2 plus installation of RTPI display (showing onward travel information in the station vicinity) within the ticket office and implementation of a coherent wayfinding system in the immediate station environment.

DS4 Langley station facilities improvement – additional car parking provision

As DS3 but with reconfigured car park and additional car parking provision via Access Road and HEX depot

2.8. The preferred option is DS3 – providing many of the benefits without the risk regarding the feasibility of being able to provide additional car parking on private land.

Expected outcomes 2.9. Changes to the highway layout around Langley station is expected to lead to an increase in the

number of commuters accessing the station on foot and by bicycle.

2.10. Any increase in car parking spaces with a pay and display scheme levied at the user will have a positive revenue benefit.

2.11. There is likely to be little to no disbenefit to the vehicular traffic in the areas surrounding the station.

2.12. The public realm around and within the station will be improved as well as improvements within the station itself; these are expected to result in significant improvements to passenger and user journeys, and potentially an increase in rail demand which could lead to an increase in revenue.

2.13. Improvements to the access for pedestrians and cyclists, reducing likely conflicts with vehicles in the immediate station environment, is likely to increase the safety of station users, reducing the time spent dealing with collisions/accidents.

Deliverability and risks 2.14. The majority of the land required for the scheme is in Slough Borough Council ownership

however the remainder of the land is owned by Network Rail. Risks to the project will be fully explored at a later stage and through a risk workshop with key stakeholders if required.

Key project milestones 2.15. The anticipated key milestones for this project are as follows:

Decision by BLTB/Thames Valley Berkshire LEP Board on commitment of funding: Nov 2016



Contract between BLTB, LEP and scheme delivery body produced and signed: Jan 2017

Detailed design approval (SBC): Feb 2017

Construction contract amended and agreed (SBC): Mar 2017

The sign-off of construction duties by SBC at the completion of the scheme: December 2017

Principal risks and mitigation actions 2.16. Risks are limited by the fact that all of the works will take place on existing highway land. Risks

and their mitigation measures are described in Table 2-2.

Table 2-2 Project risks and mitigating actions

No. Risk Likelihood (H/M/L)

Severity (H/M/L)

Mitigating actions

1 Unfavourable response to wider public consultation.

M M

Public consultation and close working with Ward Members and NAGs. On-going dialogue with planning officers to address likely concerns.

2

Difficulty in co-ordinating the design and delivery of the wider access proposals with Crossrail programme.

M M Close working with Network Rail, Great Western Railway and Rail for London.

3

Additional car parking could require substantial earthworks and vehicular access could prove difficult.

L M Detailed engineering investigations and exploration of alternative options.

4

The land in Network Rail ownership (Access Road and HEX depot area) may not be developed under this project

M H Close working with Network Rail and detailed scoping of proposed car parking to demonstrate impact on the Access Road

5 Walking and cycling infrastructure improvements cannot be carried out fully

M M Detailed design of engineering options which can be scalable

6

Objections to proposed infrastructure changes to junction (Station Road / Waterside Drive)

H M Early engagement with stakeholders to address likely issues.

7 Higher than expected costs. M M Financial and project management.

8 Delays in procurement process.

L L Programme allows sufficient time for process.

9 Committed improvement works (Access for All) implementation delayed

M H

Close working with Network Rail and Crossrail to ensure awareness of scheme changes and build in to programme accordingly

10

Complexity of co-ordinating station and wider area information and signage that meets the needs of all parties

L L

Public consultation to address likely concerns and liaison with GWR, Rail for London and SBC to ensure a consistent strategy/branding



3. Transport modelling

The existing modelling framework 3.1. Each of the business cases SBC previously submitted to the LTB have involved the use of the

Slough Multi-Modal Transport Model (SMMTM) due to the predicted impacted on the highway network.

3.2. In this instance, we do not propose to utilise the strategic model, instead a simple signalised junction model will be used to assess the impact, if any, to the highway network.

Proportionality of modelling approach 3.3. WebTAG Unit M1-1 discusses the trade-offs between model complexity and constraints on

resource, data requirements and expertise. In general, the model design will depend on the nature of the problem and their likely solution, the size of the study area, the number of options to be tested, data availability and the need to update models and conduct new surveys, timescale for model development; and finally the required accuracy of the recommendations. The Unit states that the most appropriate modelling approach will depend on the type of scheme, the circumstances, its objectives and the stage of the appraisal and decision making process.

3.4. The Langley Station and access improvements scheme is focused on improving the level of accessibility to the station for pedestrians and cyclists, as well as improving the urban environment at and around the station.

3.5. The only aspect of the scheme involving physical changes on the highway network (and will therefore impact on vehicles journey times//delay) is the introduction of a pedestrian crossing stage at the junction of Station Road/ Waterside Drive/ station access road.

3.6. Preliminary junction modelling has already been conducted using the junction modelling software LINSIG. Historic traffic flows (collected for use in planning applications) have been combined with the signal controller specifications to assess the approximate operation of the junction. In the existing situation there is shown to be significant spare capacity in the junction. The addition of a dummy all-red signalised crossing stage would suggest that these changes could result in an additional 5 to 10 second delay to vehicles at the junction. This level of change in delay is not anticipated to have any influence on route choice, and it would be considered inappropriate to use a strategic model to test such a change.

3.7. The scheme is predicted to have some impact on travel demand. With improvements to the station, increased cycle and car parking, the number of people as well as their mode of travel will be affected. However, the impact of demand on the highway network is expected to be minimal, even during peak hours for the following reasons:

Improvements to station facilities over the existing situation can be used to determine an increase in rail user patronage. Some of the additional demand must be expected to drive as a means of accessing the rail station, however there is limited parking (even with proposed increases in supply) whilst other new rail trips may result in fewer car trips (in the Langley area rather than specifically in the immediate vicinity of the junction) as people change their main mode of travel.

Increases in car parking supply are likely to be minimal, ergo increases in car trips associated with the larger supply are also expected to be small. The take up of the additional supply is also likely to be spread over three peak period hours. It is probable that some of the new users would be those attracted by improved station facilities rather than existing users switching from non-car modes.

Increases in, and improvements to cycle parking will lead to increased use of that mode of travel. However, once again the number of users switching modes are unlikely to necessitate the use of the strategic model suite.



The proposed approach 3.8. The key objective of the strategic modelling is to be able to give an accurate forecast of the likely

transport impacts that the proposed junction improvement improvements would have on highway users on the surrounding road network.

3.9. Newly collected junction turning count data, and existing traffic signal specifications will be used in creating a validated base model.

3.10. Rather than attempting to distribute estimated trips resulting from committed development onto the junction, TEMPRO will be used to determine traffic growth to 2017 (the year of scheme opening) and 2027 (ten years thereafter).

3.11. The modelling will be carried out for two time periods, AM and PM.



4. Appraisal methodology

4.1. Due to the scale and nature of the scheme, a fully WebTAG compliant appraisal is not required. However, we will ensure that the methods used are based within a WebTAG framework, whilst there are also expected to be benefits resulting from the scheme that would not be currently captured.

Economic appraisal 4.2. The economic appraisal will make use of a range of independent assessments. Some of these

will be based upon the transport modelling set out in Section 3 of this document, while others will capture factors external to those being modelled. The proposed methodology considers the principles of TAG Units A1 and A2 – Cost Benefit Analysis and Economic Impacts, as well as TfL Business Case Development Manual techniques for estimating benefits through Willingness to Pay assessments.

4.3. The economic impacts of the scheme will be assessed, considering transport users, operators, indirect taxation, costs to SBC and funding required from the LTB/LEP.

4.4. User benefits assessed include station facility and access improvements, health benefits and urban realm improvements.

Scenario specification 4.5. Whilst the business case will present only one Do Something scenario, a range of sensitivity test

scenarios will be considered to demonstrate the resilience of the scheme.

Do Minimum scenario

4.6. The Do Minimum scenario will represent the existing highway and station infrastucture, with forecast growth (of road and rail trips included).

Core scenario

4.7. The Core Scenario for the economic case will be the DS 3 scenario preferred option as identified in Chapter 1.

User benefits

Time periods

4.8. Highway benefits will be calculated through modelling for two hours – an AM peak hour and a PM peak hour. Based on these modelled time periods, traffic flow data will be used to replicate all-day benefits, so far as is reasonable, through use of representative proportions of the modelled hours. The relationship between user benefits and traffic flows in the modelled periods will be used to determine these factors.

Appraisal period

4.9. Traditional transport schemes are often composed variations to the highway network, which would normally be assessed over a 60 year period, but this scheme is primarily focussed on improvements to the station and surrounding area with station facility and urban realm improvements. These types of improvements are more usually assessed over a shorter period as asset lives are in some cases more limited and longer term forecasts become more uncertain. The appraisal period for both benefits and costs of the scheme has therefore been set at 15 years for all elements.

User time savings

4.10. User time benefits and disbenefits associated with the changes to the junction will be captured using a spreadsheet model assessment based upon the delay outputs of the transport model.



4.11. The other elements of the scheme are not anticipated to result in journey time changes.

Revenue 4.12. Non-user benefits include revenue generation for the car park and on-rail services (i.e. ticketing).

4.13. Car park revenue within the site will be made by the rail operator rather than SBC and will be considered a private sector provider benefit.

4.14. Any on-street parking revenue (through conversion to Pay & Display) will be attributed to SBC and represented as a negative cost.

4.15. Improving facilities at the station, and the access to the station are expected to result in an increase in rail demand, and therefore revenue. The existing franchise agreement with Great Western Rail ceases in 2019, after which Langley Station will be solely used by Crossrail services operated by MTR as part of the Transport for London Network. It has been assumed that for a worst case scenario the increased revenue before 2019 will be kept by the operator and considered a private sector provider benefit. Post 2019, the revenue (whilst still being treated as a cost) will be reprovided to Central Government as a grant/subsidy payment in the TEE.

Limitations of the modelling 4.16. Mode shift is not considered within this assessment. As described in section 3.7, there is

expected to be changes in travel mode choice (between car, rail, cycle/walking), although these are anticipated to be very minor when replicated over the modelled area.

4.17. The extent of the modelled area is constrained to the only junction proposed to be altered. The changes are considered so small that they are unlikely to affect route choice of performance of the wider highway network.

Scheme costs 4.18. The costs of implementation for the scheme will be generated through:

Costs directly provided by Rail for London for the new bridge and lifts

Station facilities including cycle infrastructure, Electric Vehicle charging points, CCTV etc

Adjustments to traffic signals, signing and car park layout and access

Statutory undertaker’s costs

Preparation and supervision

Ongoing operating and maintenance.

4.19. In addition, an allowance will be made for risk (through a quantified risk assessment) and an uplift for optimism bias.

Regeneration/wider economic impacts 4.20. The scheme will support (but not directly create) local development and have a positive impact

on business and non-business users and transport operators. However, regeneration and wider economic impacts as per webTAG guidance won’t be realised so no assessment will be carried out to capture this.

Reliability 4.21. With only minor changes to the highway network, and without changes in demand, it is not

considered necessary to undertake reliability assessments.



Social impacts 4.22. Social impact assessments will be undertaken to example how the proposed scheme will affect

the social indicators from the Appraisal Summary Table.

4.23. A qualitative assessment of each social indicator will be undertaken, discussing the expected impacts of the scheme on all parts of the population. Furthermore, analysis of census and inequality data will be undertaken to understand if there will be any impact on vulnerable groups within the population.

4.24. Because of the nature of some elements of the scheme, such as improving traveller safety, views and experience, monetised benefits can also be calculated using the Transport for London BCDM as a guide for understanding Willingness To Pay Values. This is an approach that Atkins have used for several other funding submissions to Local Enterprise Partnerships but is perhaps of more relevance to areas such as Slough which are such significant commuter origins into London that they can almost be considered suburbs of the city.

4.25. The scheme’s impact on accidents will be considered through analysis of the 36 month collision statistics for the local highway area and assessment of any improvements and possible reductions.

Environmental impacts 4.26. Guidance published by the Government for the preparation of Environmental Assessments of

road schemes is contained in the Department of Transport’s Design Manual for Roads and Bridges (DMRB) Volume 11 Environmental Assessment sections 1, 2 and 3 sets out both the general process and the methods for assessing individual environmental topics.

4.27. In depth assessment of three of the environmental topics from the AST are reliant on understanding how traffic flows change as a result of the scheme. In the case of this scheme traffic flows, the proportions of heavy vehicles, and vehicle speeds are not anticipated to change. A qualitative assessment will instead be used.

4.28. Landscape/townscape/ Historic environment/ ecology/ water environment – a desktop study of townscape and landscape will be made to understand the baseline and the qualitative impact of the scheme.

Indirect taxation 4.29. The calculation of change in indirect taxation will be undertaken based on the changes in car

park and rail revenue.



Appraisal Specification Summary Table

Impacts Sub-impacts Estimated Impact Level of uncertainty

Proposed proportionate appraisal methodology

Reference to evidence and rationale in support of proposed methodology

Type of Assessment Output (Quantitative/ Qualitative/ Monetary/ Distributional)

Ec

on

om

y

Business users & transport providers

Positive Medium Spreadsheet model for highway benefit/disbenefit. Rail and car park revenue

WebTAG guidance and past experience based on size and scope of project

Quantitative / Monetary

Reliability impact on Business users

Not assessed Not assessed Not assessed Not assessed Not assessed

Regeneration Not assessed Not assessed Not assessed Not assessed Not assessed

Wider Impacts Not assessed Not assessed Not assessed Not assessed Not assessed

En

vir

on

me

nta

l

Noise Assumed neutral Low Scoping study No anticipated change in traffic flows or speeds are expected as a result of the scheme.

Qualitative

Air Quality Assumed neutral Low Scoping study No anticipated change in traffic flows or speeds are expected as a result of the scheme

Qualitative

Greenhouse gases Not assessed Not assessed Not assessed No anticipated change in traffic flows or speeds are expected as a result of the scheme.

Not assessed

Landscape Assumed neutral Low Scoping study WebTAG guidance and past experience based on size and scope of project

Qualitative

Townscape Assumed neutral Low Scoping study WebTAG guidance and past experience based on size and scope of project

Qualitative

Heritage of Historic resources

Assumed neutral Low Scoping study WebTAG guidance and past experience based on size and scope of project

Qualitative

Biodiversity Assumed neutral Low Scoping study WebTAG guidance and past experience based on size and scope of project

Qualitative

Water Environment Assumed neutral Low Scoping study WebTAG guidance and past experience based on size and scope of project

Qualitative



Impacts Sub-impacts Estimated Impact Level of uncertainty

Proposed proportionate appraisal methodology

Reference to evidence and rationale in support of proposed methodology

Type of Assessment Output (Quantitative/ Qualitative/ Monetary/ Distributional)

So

cia

l

Commuting and Other users

Slight negative Low Spreadsheet model for highway benefit/disbenefit.

WebTAG guidance and past experience

Quantitative / Monetary

Reliability impact on Commuting and Other users

Not assessed Not assessed Not assessed Not assessed Not assessed

Physical activity Slight positive Medium Scoping study and HEAT calculations WebTAG guidance and past experience based on size and scope of project

Qualitative/Monetary

Journey quality Large positive Medium PERS audit and Valuing Urban Realm Toolkit. BCDM willingness to pay benefits

WebTAG/TfL BCDM guidance and past experience based on size and scope of project

Qualitative/Monetary

Accidents Neutral/ Medium Scoping study WebTAG guidance and past experience

Qualitative

Security Moderate positive

Low Scoping study WebTAG guidance and past experience based on size and scope of project

Qualitative

Access to services Slight positive Low Scoping study WebTAG guidance and past experience based on size and scope of project

Qualitative

Affordability Not assessed Not assessed Not assessed Not assessed Not assessed

Severance Slight positive Medium Scoping study WebTAG guidance and past experience based on size and scope of project

Qualitative

Option values Neutral N/A N/A WebTAG guidance and past experience based on size and scope of project

N/A

Pu

bli

c

Ac

co

un

ts

Cost to Broad Transport Budget

Moderate negative

Medium Calculation through PA table WebTAG guidance Quantitative / Monetary

Indirect Tax Revenues

Slight negative Medium Tax revenue changes as a result of rail demand and increase car parking.

WebTAG guidance Quantitative / Monetary

© Atkins Ltd except where stated otherwise. The Atkins logo, ‘Carbon Critical Design’ and the strapline ‘Plan Design Enable’ are trademarks of Atkins Ltd.

Laura Wells Atkins Euston Tower 286 Euston Road LONDON NW1 2AT

Laura. [email protected] +44 (0)7812 319248

Appendix D Appraisal Summary Report - Slough · 2020-06-18 · Improvements to the station building...

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