Burnham LandscapingBurnham Landscaping

ASPRO AlleyLink

ASPRO AlleyLink

Buckingham Avenue LightingBuckingham Avenue Lighting

Western RoadLighting

Western RoadLighting

Burnham LaneLightingBurnham LaneLighting

Buckingham Avenue JunctionBuckingham Avenue Junction

East-West Cycle Route On-Road MeasuresEast-West Cycle Route On-Road Measures

East-West Cycle Salt Hill Park Measures

East-West Cycle Salt Hill Park Measures

Cycle HubCycle Hub

Montem LaneVariable 20mph ZoneMontem LaneVariable 20mph Zone

Improved FootwayImproved Footway

Road SafetyImprovement Road SafetyImprovement

20mph Zone 20mph Zone

Stoke PogesLane ZebraStoke PogesLane Zebra

Stoke Road SCOOT

Lynch Hill Primary School St Anthony’s Primary

School

Herschel School

ClaycotsSchool

Upton Court Grammar

School

KhalsaPrimary School

ClaycotsSchool

Penn Wood School

Baylis Court School

Slough and Eton College

Montem Academy

RyversSchool

ColnbrookPrimary School

James Elliman Primary School

Arbour Vale School

The Langley Academy

Western House Primary School

IqraSchool

WillowSchool

Parlaunt Park School

St.Joseph’s School

St MarysPrimary School

Castleview School

Ditton ParkAcademy

Thames ValleyChamber of Commerce

Slough BusinessCommunity Partnership

SEGRO

BusinessWatch

Reckitt Benckiser

FullersLogistics

GSK

John Crane

Baldwin UV LtdAll Print

SSESloughAspireCentre

Unatrac

Amey

Tesco

ISG

LonzaUCB

Slough B.C.

Holiday Inn

Mobrey

Chiltern International

Arvato

Bath RoadShopping Park

O2

Amazon

QueensmereObservatory

ThamesValleyPolice

Karl StorzEndoscopy

SainsburysFarnham Road

Logicalis/VMC

SainsburyUxbridgeRoad

LeasePlan

Orange

Mars Chocolate UK

Slough B.C.

Slough Community Leisure (The Centre)

Ipsen

East BerkshireCollege

Royal Mail HWDC

Trelawney AvenueCycle Hire Docking Station

Sutton LaneCycle Hire Docking Station

Harrow Market Cycle HireDocking Station

Department for Transport

Access Fund for Sustainable Travel

Revenue Competition 2017/18-2019/20Application for Slough Borough Council

Smarter Travel for Slough

Access Fund for Sustainable Travel Revenue Competition - Application Form

Bids should be no more than 30 pages long (excluding the cover page, S151 officer signature page, and any supporting documents listed as exempt in the guidance document).

Applicant Information Local transport authority name(s): Slough Borough Council Bid Manager Name and position: Masum Choudhury, Transport Strategy Contact telephone number: 01753 475111 Email address: Masum.Choudhury@slough.gov.uk Postal address: Slough Borough Council, St Martin’s Place, 51 Bath Road, Slough SL1 3UF Website address for published bid: http://www.slough.gov.uk/council/strategies-plans-and-policies/local-sustainable-transport-fund-(lstf).aspx

SECTION A - Project description and funding profile

A1. Project name: Smarter Travel for Slough

A2. Headline description: Objectives:

Up-skilling the Slough workforce by enhancing access to local jobs and training.

Increase cycling and walking in Slough to improve personal health.

Encourage a switch from car use to sustainable travel for work and school trips to help offset the adverse effects of road traffic in Slough.

Promote sustainable travel opportunities offered by LGF and other capital schemes in Slough.

The package includes: 1. Engaging with 30,000 local employees 2. Improving access to job and training opportunities for residents 3. Engaging 15,000 students on sustainable travel 4. Targeted marketing of sustainable and healthy travel for residents

A3. Type of bid a) This bid is:

Revenue only, and I confirm we have made provisions for a minimum additional 10% matched contribution

Revenue & Capital, and I confirm we have sourced the capital funding locally and have made provisions for a minimum additional 10% matched contribution. b) If your bid is reliant on capital funding, please select one of the following options:

Reliant on new bid to Local Growth Fund. This bid is reliant on capital funding from the Local Growth Fund and work cannot progress if LGF funding is not secured. (If so, please indicate the page number(s) in the Strategic Economic Plan

that corresponds with the relevant capital investment(s):

Contains Local Growth Fund contribution, but not reliant on it. This bid

contains a local contribution from the Local Growth Fund, but the work can still progress as planned if LGF funding is not secured.

Does not contain any Local Growth Fund contribution. The local contributions in this bid have been secured from sources other than a new bid to the Local Growth Fund, and there are therefore no relevant links to the LGF.

A4. Total package cost (£m): 2.66

A5. Total DfT revenue funding contribution sought (£m): 1.5

A6. Local contribution (£m): 1.16 The total of local contributions is made up of capital and revenue funding or contributions in kind, all directly linked to the revenue funding sought from the Access Fund:

Slough Borough Council (SBC): £240k, for cycling & walking infrastructure, staff, in-kind;

S106 agreements: £680k for cycling &walking infrastructure, travel plans, monitoring and enforcement;

Local business: £165k for supporting bike hire, staff time support and match funded grants, in-kind staff time for initiatives, staff time and marketing and continuation of bike surgeries (a majority of the contributions are from match funded grants);

Schools/ colleges: £60k for in-kind staff time input (based on levels provided in 2015/16) including travel plan preparation, walking initiatives, and contribution to safe routes to school; and

Job Centreplus: £15k for in-kind staff time and venue hire. The local contribution represents 44% of the overall programme package cost over three years. Of the total £1160k, £860k is capital investment and £300k revenue. This exceeds the minimum 10% match fund required. See letters of support in Appendix 2

A7. Equality Analysis Has any Equality Analysis been undertaken in line with the Equality Duty?

Yes No

A8. Partnership bodies: DfT support for our previous LSTF Programme has enabled us to build up good relationships with a range of partners and the support and commitment we have received from local businesses, schools, social enterprises and others over the last five years means that we are in a great position to deliver the programme as planned: see supporting letters set out in Appendix 2. We are pleased to have the support of the Thames Valley Berkshire LEP and our package of measures reflects the aims of the Strategic Economic Plan and will add

value to the six capital schemes in Slough currently being funded through the Local Growth Fund Rounds 1 and 2.

The role and responsibilities of each partner can be summarised as follows:

Businesses

SBC Town Centre Manager: will act as an intermediary with town centre businesses;

SEGRO: in their role as owner of Slough Trading Estate (STE) the Company1 has significant influence over its 400 tenants covering some 17,000 staff and will act as a key facilitator (they supported delivery of the programme between 2012/13 and 2015/16 and we have continued to build a strong relationship with them);

AEW Europe2/ Workman: own/manage almost 1million sq ft of office space on A4 Bath Road frontage (‘Bath Road Central’); like SEGRO they have significant influence over their tenants and will act as a key facilitator;

Major employers: will lay groundwork for engagement with their staff, building on engagement successes from LSTF.

Education & Training

Slough Aspire3 skills and training centre (partnership between SBC, East Berkshire College, SEGRO, and key businesses on the STE including Mars and Lonza): will provide linkages with their key work helping develop the employment skills of the local community

East Berkshire College4: will provide advice on challenges and opportunities and participate in measures to improve access to Langley station;

Heathrow Academy5: will advise on access issues relating to their training programmes and apprenticeships and assist in providing solutions;

JobcentrePlus: will participate in training programmes for in-house staff;

Schools: staff will lay groundwork for engagement with their pupils;

SBC Officers: will provide specialist advice and support and act as intermediaries with skills and training staff and schools (Head of Learning & Community Services, Employment Service Manager, Head of Adult Safeguarding and Learning Disabilities, Economic Partnerships Officer, Engagement Manager [Youth Service]).

Others

Wexham Park Hospital6 (Frimley Health NHS Foundation Trust): key travel plan facilitator;

1 http://www.segro.com/slough/transport-partnership/sustainable-transport-partnership?sc_lang=en 2 http://www.aeweurope.com/en/Strategies/UK/overview.htm 3 http://www.sloughaspire.com/ 4 http://www.eastberks.ac.uk/about-us/langley-college.html 5 http://www.heathrow.com/company/heathrow-jobs/heathrow-academy/ 6 https://www.fhft.nhs.uk/your-hospitals/wexham-park/

Public Transport Operators: Great Western Railway has role in implementation of station travel plans and in extending the existing rail discount scheme for Slough Trading Estate staff. (They are also involved in delivery of the LGF Burnham and Langley station schemes). First Berkshire were also involved in the LSTF programme and will continue to be engaged productively;

Heathrow Airport Ltd: major employer of Slough residents and responsible for delivery of Heathrow Sustainable Transport Plan (airport surface access strategy);

Sustrans, Living Streets: suppliers to contribute towards and deliver the programme;

Groundwork South: operators of the Slough Cycle Hire & Hub; and

SBC Officers: will act as focus for community development in relation to walking and cycling. (Assistant Director/Consultant in Public Health Wellbeing, Active Communities and Participation Manager, Senior Coordinator - Multi Agency Services)

SECTION B – The Business Case

B1. Project Summary Objectives The objectives of the package are to:

Encourage a switch from car use to sustainable travel for work and school to help offset the adverse effects of road traffic in Slough;

Increase cycling and walking in Slough to improve personal health;

Contribute to up-skilling the Slough workforce by enhancing access to jobs and training; and

Promote sustainable travel opportunities offered by LGF and other capital schemes in Slough.

Elements & Work Packages We propose a package of 4 interlinking Elements that will build on and extend the benefits already secured by LSTF investment in Slough since 2012/13 and which will complement current and proposed capital investment. The proposed programme is a complementary and mutually supportive package. As Slough is a compact urban borough the spatial focus varies between the elements. For Element 1 (Smarter Travel for Slough Businesses) the focus is on the town centre, Slough Trading Estate and other adjacent employment areas SL1 postcodes. Element 2 (Supporting Sustainable Access to Jobs and Training) is relevant to these same areas as well as to Langley (East Berkshire College and Langley station) and to Colnbrook/ Poyle (communities closest to jobs and training at Heathrow) SL3 postcodes. Element 3 (Smarter Travel for Schools) covers the Borough as a whole.

Element 4 (Targeted Marketing of Sustainable and Healthy Travel To maximise the benefits of the programme and to continue to embed a sustainable travel culture in Slough, we will deliver a targeted programme of activities to market and promote sustainable and healthy travel for Residents in Wards with poor health indices as well as new residents. We will engage community groups and local champions to reach out to these groups in partnership with Slough Public Health department. In addition, new capital schemes (such as those funded by LGF) will be promoted to residents and businesses. Annual sustainable travel events such as Skyrides will also be promoted. Key Outputs and Impact

Primary Target Secondary Target Impact

Element 1: Smarter Travel for Slough Businesses

30,000 employees

30,000 employees engaged 60 firms/ organisations engaged; of which 35 with targeted intensive support. 75 travel events 30 match funded travel grants taken up 25 firms supplied with bespoke travel information

6% mode shift to walking/ cycling,

750 participants in Commuter Challenges

Reduction in vehicle miles by 9,166

10% increase in car share members per annum (1282 in 2015)

Reduction in car trips. (Collective reduction of 244,879 miles achieved by all cars share scheme members). Reduction of 16% in single occupancy vehicles

Rail fare discount: increase of 10% in redemptions per annum on 7227 redemptions made in Year 1(Nov 2014 to Nov 2015)

Net increase of rail journeys by members of the rail discount scheme

At least 3000 Personalised Travel Plans (PTP) for employees

10% modal shift to sustainable travel from the PTP participants

Element 2: Supporting Sustainable Access to Jobs and Training

3000 unemployed people

1000 unemployed people engaged per year, including targeted advice for young

700 new sustainable trips.

people and those with disabilities. Engagement with 10% of East Berkshire College students per annum 50 new registered Cycle Hire users per annum 25 new active Cycle Hub members per annum

8165 new cycle journeys, 14km per journey which potentially would have been car miles (based on total membership of the schemes)

Element 3: Smarter Travel for Schools

15,000 pupils Total of 25 Schools engaged. Comprised of 15 schools previously engaged through LSTF and BikeIT and engagement with 10 new schools. Bespoke walking and cycling maps for 12 schools (4 per annum) BikeIt activities at 20 schools 10 schools to be involved in Walk on Wednesday (WOW) campaigns per annum

20% increase in walking and scooting 10% increase in cycling, 16% reduction in car driving

Element 4: Targeted marketing of sustainable and healthy travel

Residents in areas with highest health deprivation indices New residents All residents

Residents within top 4-8 Super Output Areas (each with at least 1000 residents) with above average health issues and low levels of physical activity to be targeted Regular campaigns related to the opening of new residential developments Regular campaigns to promote sustainable transport and events.

4% reduction in the number of car driver trips and an increase in active modes by 4%. In the context of the research above, this 4% is half of the implied 8% reduction from ‘targeted marketing’ as cited in TAG Unit M5.2 Number of participants in events such as the annual Skyride

B2. The Strategic Case Package Objectives The package is designed to continue and enhance recent LSTF investment in Slough, to ensure that the benefits of these initiatives are maintained and extended in 2017-20 and beyond. To date Smarter Travel for Slough has helped to influence the travel behaviour of over 25,000 employees and 15,000 pupils and we would look to enhance this impact with Access Fund support. Our objectives are to:

encourage a switch from car use to sustainable travel for work and school to help offset the adverse effects of road traffic in Slough;

increase cycling and walking in Slough to improve personal health;

contribute to up-skilling the Slough workforce by enhancing access to jobs and training;

promote sustainable travel opportunities offered by LGF and other capital schemes in Slough.

Figure 1: Link Between National and Local Access Fund Objectives

Access Fund Primary Objectives

Smarter Travel for Slough Objectives

Support the local economy by supporting access to new and existing employment, education and training

Contribute to up-skilling the Slough workforce by enhancing access to jobs and training

Actively promote increased levels of physical activity through walking and cycling

Increase cycling and walking in Slough to improve personal health

Access Fund Supporting Objectives

Demonstration of an understanding around how transport contributes to carbon emissions and air quality levels, and provision of clear solutions

Encourage a switch from car use to sustainable travel for work and school trips to help offset the adverse effects of road traffic in Slough Promote sustainable travel opportunities offered by LGF and other capital schemes in Slough

Reduced traffic congestion through providing people travel choices

Introduction to Slough Slough is a compact urban borough on the western edge of Greater London with a population of almost 145,000 (mid-year estimate 2014). Businesses recognise that the borough is a great place to do business, not least due to its location, which offers strategic connectivity to customers and workforce within the UK and internationally (via Heathrow). As a result, Slough’s well-established trading and industrial estates (including the third largest in Europe), are home to many national and international corporate headquarters including O2, Mars and major IT companies such as BlackBerry, Intel and Polycom. Slough contributes £7.5 billion to the national economy, placing it as the third most productive town in the UK outside London and there are plans to build on this success by continuing to grow. The Local Development Framework Core Strategy anticipates the number of jobs increasing by 20% to over 100,000 and the number of households by 13% to over 50,000 by 2026. Slough is one of the most ethnically diverse local authority areas and has a higher than average proportion of young people. In terms of health and active travel, less than half the adult population are doing the recommended 150 minutes or equivalent of moderate physical activity a week and Slough has the highest levels of childhood obesity in east Berkshire and the South East. The key transport challenges for the borough are as follows: Traffic volumes: area-wide million vehicle kilometres (local roads only) – there has been a 2.03% increase in Slough 2009 -2015, higher than 1.07% growth in England (DfT Table TRA 8904. NTS); Traffic congestion: Average vehicle speeds (flow-weighted), weekday AM peak, Slough 15.3 mph, is much lower than the 24.3 mph England average (DfT Table CGN 0201a); Travel to work by car: the 2011 Census recorded 40.9% of residents driving to work by car or van, higher than the 36.9% average for England (Census ONS QS701EW); Travel to school by car: 43% of 5 to 10 year olds and 40.4% of 11 to 15 year olds travelled to school by car in 2009/10 (DfE Annual School Census); Cycling and walking: 84.9% of Slough residents in 2014/15 walked at least once a month and 12.5% cycled at least once a month – this is lower than the average participation rates for England of 86.3% and 14.7% respectively (DfT Tables CW 0103, 0104, 0105 based on Active People Survey - Sport England); Bus: 5.2m passengers boarded in Slough in 2014/15 – there has been no growth since 2010/11 compared to an increase of 0.3% for England (DfT Table Bus 0109b, N177); Rail: Passengers in 2014/15 exiting/ entering the borough’s three stations – 7.62m, 2.1% up on 2013/14 figure (ORR); Personal health: out of 326 local authorities Slough ranks 2nd for emergency heart disease admissions; 26th for childhood obesity in reception; and 29th for emergency heart attack treatments (Get Active Slough, SBC 2015) In addition, Slough has a higher unemployment rate compared with the rest of the South-East (8.2% compared to 6.1% for the SE – Census 2012/13)

Strategic Economic Plan7 The Thames Valley Berkshire Strategic Economic Plan (SEP) acknowledges the success of the local economy in Slough but sees traffic congestion as threatening to undermine the area’s intrinsic growth potential. It sees that it “is therefore essential to encourage local sustainable transport networks that promote active travel on foot, on bicycle and on public transport’: our Access Fund package aligns with this. Another challenge recognised in the SEP is that although the area “benefits from a generally buoyant economy, employers struggle to find and retain the people they need. At the same time, too many residents – particularly younger ones – are either outside the workforce altogether or, more commonly, working in low paid jobs with limited prospects”. The SEP Skills, Education and Employment Programme aims to provide opportunities for up-skilling and progression and “to inspire the next generation and build aspirations and ambition, recognising especially the opportunities and imperatives in relation to STEM and the need for a stronger dialogue between our schools, FE Colleges and businesses”. Our Access Fund package has been informed by these skills and training initiatives. Along with the strategic connectivity that Heathrow provides, as highlighted in the SEP, the airport is a significant source of employment for Slough residents. We are working with Heathrow Airport Ltd (HAL) to increase job and training opportunities through the Heathrow Academy and improve access to the airport in line with the HAL Sustainable Transport Strategy. Another emphasis of the SEP is on making optimum use of planned strategic transport investment including the Elizabeth Line. Crossrail services are due to start operating in 2019 bringing more trains and better facilities to Slough’s three rail stations. Committed Local Growth Fund support means that access to these stations will be greatly improved and again our package will complement this investment to maximise the benefits. In line with the aims of the SEP and the primary objectives of the Access Fund our package seeks to improve connectivity and job prospects by supporting better access to new and existing employment, education and training and to actively promote active travel by increasing levels of walking and cycling. Links to Local Growth Fund Capital Schemes The programme has been designed to complement the capital schemes being rolled out in Slough funded through the Local Growth Fund and to maximise the benefits of other recent investment made in Slough through LSTF.

7 SEP Strategy document P17 for sustainable transport network; SEP Strategy document P31 for STEM, skills

Six capital schemes are being funded through the Local Growth Fund Rounds 1 and 2 (total DfT support of £13.15m) and four of them are particularly relevant to our bid. All four will benefit from the opportunities of promotion and marketing that our Access Fund package offers:

Slough-Maidenhead strategic cycle route and link with communities in South Buckinghamshire: significant enhancement of cycle infrastructure along the A4 corridor in partnership with Royal Borough of Windsor & Maidenhead and Buckinghamshire County Council due for completion March 2017; Access Fund package will help promote use of this route and improve local links;

Slough Mass Rapid Transit (SMaRT): segregated bus lanes and other priority measures along the A4 between Slough Trading Estate, Slough town centre and eastwards to Junction 5 of the M4 and thence Heathrow; Access Fund package will help promote use of this more frequent and reliable public transport service when it comes on stream in 2017/18;

Burnham station access improvements: enhancing access for pedestrians, cyclists and buses to the station from the western part of the Borough including Slough Trading Estate; Access Fund package will help promote use of this station by trading estate and other workers following completion of the works due in March 2017;

Langley station access improvements: enhancing access for pedestrians and cyclists to the station from the eastern part of the Borough including East Berkshire College; Access Fund package will help promote use of this station by College and other workers in Langley following completion of the works due in March 2018. The funding has been earmarked through the Growth Deal but the LTB will only agree the money once the business case has been signed off. It is an LGF commitment.

Local Transport Plan & Local Plan This proposal is also framed by Slough’s previous LSTF objectives and Slough’s Third Local Transport Plan (LTP3) and so is guided by the underlying problems and issues referenced within these. The relevant LTP objectives are to:

ensure the transport system helps Slough sustain its economic competitiveness and retain its position as an economic hub of the South East;

make sustainable transport options accessible to all;

enhance social inclusion and regeneration of deprived areas;

protect and improve personal health;

reduce transport’s CO2 emissions and make the transport network resilient to the effects of climate change; and

reduce the number of traffic accidents involving death or injury; Our LTP3 sets out a vision of a Slough which has fewer cars. It aims to support economic competitiveness and reduce transport’s CO2 emissions by reducing the need to travel, encouraging greater use of more sustainable travel modes through smarter choices and improved sustainable transport infrastructure. We are confident that the package will have positive benefits on our communities, particularly in terms of social equity. The Sustainability Appraisal for the transport policy in the LDF Core Strategy identified the potential to improve accessibility which should impact

positively on socially excluded people and communities, reduce health inequalities, reduce crime and the fear of crime, and increase participation in the jobs market. Similarly, the LDF Core Strategy aims to enhance the transport system in Slough by reducing the need to travel and encouraging more sustainable modes of transport. Reducing congestion The SEP accepts Slough ‘is coping with traffic volumes beyond anything a town of its size would normally generate, including conflicting peak hour flows of inward and outward commuting patterns’. However, the town’s continued economic prosperity (and ability to continue to grow) is threatened by erosion of its connectivity advantages owing to the significant levels of congestion and these are key concerns to the Council, the LEP, local businesses and schools. Our package aims to contribute to a reduction in traffic congestion by widening travel choices for people working, training or going to school or college in Slough and encouraging a shift to sustainable modes. Traffic congestion is a prominent feature on the key strategic east-west (A4) and north-south (A355 and A332) routes through Slough and these key corridors are currently receiving capital investment through the Local Growth Fund. Our package will complement this investment to maximise the benefits. Carbon Emissions Almost a quarter of Carbon Dioxide (CO2) emissions in Slough are from road transport. However, ignoring emissions from traffic on the M4, the per capita end user emissions from road transport in Slough are 730 tonnes of CO2 per annum (less than half the UK average). That is not to say that more cannot be done to reduce this figure even further; for example the DfT’s Carbon Pathways Analysis showed that emissions from commuting trips of 10 to 25 miles in length account for a third of the total. The package is predicted to reduce CO2 emissions by 14887 tonnes of carbon dioxide equivalent). Air Quality Slough has three Air Quality Management Areas (AQMA), declared because of high levels of nitrogen dioxide (NO2) arising from local road traffic. Circulatory diseases are the largest cause of loss of life in Slough and residents with asthma, emphysema, bronchitis, heart disease and angina are more at risk from high levels of air pollution. The AQMA Action Plans set out clear solutions for reducing levels of NO2 and a key element is the promotion of less polluting travel with a range of measures to reduce car dependency and encourage modal shift. Our Access Fund package would help take these forward. Road Safety The Slough Area Profile 2014 prepared by Safer Roads Berkshire found that adult residents of Slough have a pedal cycle casualty rate 36% higher than the national average and 28% higher than for the whole of the South East. We recognise that

the DfT Cycling and Walking Investment Strategy seeks to reduce the rate of fatalities and serious injuries (KSI) for this vulnerable group and the measures in our package will contribute towards this in terms of both safety training and infrastructure. Geography of Smarter Travel for Slough Package The proposed programme is a complementary and mutually supportive package. As Slough is a compact urban Borough the spatial focus varies between the elements. For Element 1 (Smarter Travel for Slough Businesses) the focus is on the town centre, Slough Trading Estate and adjacent employment areas. Element 2 (Supporting Sustainable Access to Jobs and Training) is relevant to these same areas as well as to Langley (East Berkshire College and Langley station) and to Colnbrook/ Poyle (communities closest to jobs and training at Heathrow). Element 3 (Smarter Travel for Schools) covers the Borough as whole whilst Element 4 ties everything together with a clear marketing and promotional campaign. Elements 1, 2 and 3 focus sustainable interventions on particular groups and build on successes achieved to date. This integration will maximise behavioural change and value for money and will maximise the benefits of parallel capital investment. Further synergies between package elements will be realised through the temporal focus on peak time trips when congestion is worst, especially commuting and school trips. At a micro level individual travel action plans for businesses and schools will actively promote sustainable travel options to help further facilitate the shift to sustainable transport. These plans will also help to identify gaps in sustainable transport provision. Integration with other policies and activities will help to deliver our strategic priorities. Slough’s Joint Wellbeing Strategy sets out a vision for transport where Slough is not dependent on the car and where the majority of residents will make use of its walk and cycle ways, and which is safe so that residents will be happy to walk and cycle through the streets of Slough, and will enjoy good access to local jobs. Element 1: Smarter Travel for Slough Businesses Access Fund support will enable us to continue and expand our employer and employee engagement project focused on 60 workplaces in Slough influencing over 30,000 staff. A workplace behavioural change project is critical to the success of the overall package and it will build on the successful Smarter Travel for Slough business programme implemented 2012/13-2015/16. Through this, the Council has developed a Business Toolkit8 with a bespoke brand identity as well as a range of smarter measures available for businesses to tailor to their own requirements and encourage a mode shift. Overall the proposed workplace initiatives look to build on

8 http://www.slough.gov.uk/business/support-and-advice/workplace-travel-advice.aspx

the success of the project to date in order to keep momentum with businesses being supported by dedicated Workplace Travel Advisors. The package also has strong links with four infrastructure schemes being delivered in Slough through the Thames Valley Berkshire Growth Deal. These represent a substantial capital investment and through Element 1 we will support them by highlighting to employers and employees the opportunities they offer as sustainable travel options for work and business journeys. This is particularly relevant for the SMaRT scheme where businesses are already engaging with the council on the scheme, and so established linkages will be maximised. Similarly it will add value to schemes already carried out with LSTF funding by promoting use of the Cycle Hire Slough scheme (introduced in 2013) and the new east-west cycle route, Cycle Hub Slough and pedestrian wayfinding system - all implemented in 2014/15 as part of our Smarter Travel for Slough LSTF project. Element 1 is broken down into nine work packages. A description of each is given below with their forecast impact on the ground during the 3 years of the programme. WP 1-1 Travel planning Funding to provide workplace travel planning support to help organisations develop and implement their own travel action plans. During our previous LSTF programme we engaged with 50 employers and worked intensively with 28 to provide targeted support. We forecast engagement with 60 employers (30,000 staff) in the three years with targeted support for 35 of them. WP 1-2 Travel events Funding for Access Fund travel advisers to attend events at individual workplaces to introduce the established Business Toolkit to help organisations develop and implement their own travel action plans. We held 95 events during our LSTF programme which were generally well attended and positively received by employers and employees. We forecast holding 100 events reaching 60 firms/organisations and engaging 30,000 employees in the three years. WP 1-3 Sustainable travel grants Support for match funded grants to businesses and organisations for cycle parking and similar small scale projects. During our LSTF programme we awarded grants to 20 businesses who contributed some £35k match funding: a total of 224 new cycle spaces were provided. We forecast grants being taken up by 25 firms/ organisations in the three years. WP 1-4 Bespoke travel information Funding to provide information on sustainable travel options in the form of bespoke leaflets and maps showing cycle and walking routes, details of site facilities, and cycle parking and public transport information. This work package will focus on both established sustainable travel opportunities and new opportunities arising from the four LGF capital schemes referred to above. Forecast delivery of information to 25 firms/ organisations.

WP 1-5 Commuter Challenge Funding to run annual online challenges to get staff commuting to work/travelling to meetings by walking, cycling, public transport or lift-sharing using the Sustrans’ Travel Challenge web platform. Forecast of 750 participants over the three years (234 participated in 2015). WP 1-6 Personalised Travel Plans for Staff Targeting at least 3000 employees with personalised travel planning initiatives.

WP 1-7 Workplace cycling initiatives

Funding to run safety training and a drop-in bike surgery (Slough Trading Estate) which is match funded by STE. Forecast 8 training sessions at workplaces and business intermediaries per annum targeting and annual 80 surgery users.

WP 1-8 Public transport fare discounts Funding to provide advice to public transport operators on workplace-related fare discount schemes (potential continuation of GWR rail discount scheme for Slough Trading Estate employees, and promotion of the First Berkshire Corporate Travel Club (CTC) to employers and employees (a season ticket loan scheme aimed at employees of SMEs). Forecast increase of 10% on current number of discounted rail tickets (7227 between Nov 2014 and Nov 2015). Forecast 15 new employers signed up to CTC over three years. WP 1-9 Car share Funding to support firms/ organisations in increasing membership of existing schemes and support where needed for new schemes. Forecast uptake in car share through 20% increase in scheme membership (1282 members in 2015) The total benefits of Element 1 (including health benefits) represent a monetised value of £20,077,188.64 – See Economic Case for further details Element 2: Supporting Sustainable Access to Jobs, Education and Training Access Fund support will enable us to make it easier for residents, particularly young people and the unemployed, to reach jobs and training opportunities. This is in line with the objectives of the SEP and SBC to achieve up-skilling of Slough’s workforce. Revenue funding will mean that the necessary training resources can be made available and this will be backed up by capital investment in infrastructure, notable in cycling and walking facilities. Element 2 is broken down into eight work packages. A description of each is given below with their forecast impact on the ground during the 3 years of the programme WP 2-1 Job Seekers Travel Training and Support This work package focuses on working with Slough’s Jobcentre Plus office and with Slough ‘Aspire’.

Funding to provide specialist support to Jobcentre Plus staff and other employment intermediaries to enable them to advise their clients on sustainable travel opportunities for accessing job interviews and training (“training the advisors”). Funding to provide specialist support to the business/ community/ education programme of ‘Slough Aspire’ by providing travel advice to residents requiring access to interviews and training who would not otherwise be able to reach such opportunities. This advice will also be offered to Job Clubs. Forecast to reach 1000 unemployed people per annum, with a target of 50% taking up the travel advice. WP 2-2 Youth Training and Employment Funding to extend the Jobcentre Plus programme in WP 2-1 to include provision of travel advice to young people seeking work, to help them access job interviews and training - one of the greatest barriers they experience. Forecast to reach 100 eligible people aged under 24 per annum. Another aspect of this work package will be partnership working with three educational/ training centres in Slough to promote sustainable travel access to job, training and apprenticeship opportunities. Funding will support the provision of specialist travel plan advice. Located at Langley in the eastern part of the borough, East Berkshire College attracts 5,000 students and employs over 400 staff. A specialised STEM laboratory has been provided at the campus as a result of the Thames Valley Berkshire Growth Deal, and Government funding has been committed to supporting youth employment through the Thames Valley Berkshire City Deal. We worked closely with the College on our LSTF programme and we will build on this, focusing on cycling and walking for those living locally and on bus and rail options for those further afield. These options will become more attractive with capital investment proposed through the LGF on improvements at Langley station in readiness for Crossrail/ Elizabeth Line services. The walking and cycling infrastructure capital works to be undertaken in WP 2-5 will also make access safer and more attractive. Forecast engagement with 10% of college students per annum. We will work with ‘Slough Aspire’ to add value to their business/ education & training programme with the provision of travel advice to young people accessing interviews and training. Similarly, we will work with Heathrow Airport Ltd to provide specialist advice to Slough residents wanting to get access to the Heathrow Academy for training and apprenticeship opportunities. WP 2-3 Access to Training and Employment for Disabled People Slough residents with a disability face particular challenges in getting to job interviews and training facilities. Funding will enable specialist travel advice to be given to the Council’s Employment Service to help their clients. Forecast annual engagement with 60 clients with learning disabilities, physical disabilities or mental health issues.

Collectively WP2-1 to WP2-3 is forecast to reach 1000 unemployed people per annum, with a target of 50% taking up the travel advice. WP 2-4 Cycle Hire Slough / Cycle Hub Slough The Cycle Hub was opened in 2014/15 and provides 80 secure cycle racks, 24hr CCTV coverage, lockers and changing facilities. Our proposals will support a dedicated project manager to increase community involvement in the Cycle Hub and expand the services and information available. This will include wider sustainable travel events and activities to be delivered, in collaboration with SBC public health staff, to the community such as cycle training (maintenance and safety) – for example in Britwell. Forecast to attract 20 new active Cycle Hub Slough members per annum. Funding for the project manager will also cover the management and development of the Cycle Hire Slough scheme. Since its launch in Autumn 2013 the scheme has expanded to comprise nine docking stations around the borough with 83 cycles (two further docking stations are due to be installed in 2016/17 with funding from the GWR Customer and Communities Fund). Membership has grown to 886 and usage surveys indicate that 8165 new cycle journeys have been created. There is scope for further growth, especially in the east of the borough. Forecast 50 new registered hire users per annum. An additional role of the project manager will be the training of young people who are NEETS (not in Education, Employment and Training) in the maintenance of bikes and the operation of the Slough Bike Hire/ Hub scheme, providing them with transferable skills; this links with WP 2-1. WP 2- 5 Walking and cycling complementary funding We have identified improvements needed to our network of cycling and pedestrian routes to ease access to employment, training and education. These will be addressed by capital investment through SBC’s capital programme budget and S106 contributions and focus on: Workplaces:

routes in and around Slough Trading Estate;

access to employment areas in the east of the borough; Education & Training:

access to East Berkshire College;

access to Heathrow Academy (local improvements at Colnbrook/ Poyle within the borough as part of strategic route to airport);

safe routes to selected primary and secondary schools

Route Signing strategy for the borough

Maidenhead to Slough to Langley to Heathrow along A4

Colnbrook to Poyle to Heathrow

Eton and Windsor to Slough Town Centre via Windsor Road

Eton and Windsor to Slough Trading Estate via Wood Lane

Our highway maintenance programme will also contribute towards making cycling and walking routes user-friendly, in accordance with the DfT funding formula.

WP 2-6 Station travel plans Station travel plans have been drawn up for Slough’s three rail stations in collaboration with GWR. Access Fund funding will enable a Travel Plan Adviser to provide advice on the setting up of the working and steering groups that will oversee implementation of the respective Station Travel Plan Action Plans. These will promote the upgraded facilities being provided through LGF and Crossrail funding and encourage pedestrian and cycling access. We will also implement priority revenue measures such as provision of real time bus information, onward journey planning information and directional signage. Burnham- LEP The total benefits of Element 2 (including health benefits) represent a monetised value of £6,626,281.27 – See Economic Case for further details Element 3: Smarter Travel for Schools We have had measurable successes through our LSTF programme in promoting smarter travel to primary and secondary school in Slough, focusing so far on 28 of the Borough’s total 40 secondary and primary schools. The aim is to continue working with these schools and to encourage more schools to get involved. Special attention will be given to the role that walking and cycling can play in tackling child obesity (38% of pupils aged 10 and 11 in 2014/15 were overweight, significantly higher than the average for England) 9 Element 3 is broken down into three work packages. A description of each is given below with their forecast impact on the ground during the 3 years of the programme: WP 3-1 Pupil, teacher and parent engagement The previous LSTF programme focused on engagement with 28 priority schools. Twelve were particularly active and demonstrated good progress in reducing car use and increasing cycling and walking. Access Fund funding will support a number of these to continue to act as ‘champions’ and extend travel planning support to an additional 10 schools. Engagement will make use of the established toolkit10 and include workshops to showcase best practice, and the provision of bespoke maps and travel leaflets (approximately 4 per annum). WP 3-2 Cycling and walking initiatives

9 http://www.slough.gov.uk/council/joint-strategic-needs-assessment/childhood-obesity.aspx

10 http://www.slough.gov.uk/downloads/Slough-school-toolkit.pdf

Initiatives in the LSTF programme were delivered by school travel advisers and a Bike It officer. The results of Bike It annual surveys show that over the four years of the programme pupils regularly cycling to school increased by 10% and those walking or scooting by 20%; the ‘school run’ decreased by 16%. Access Fund will support the continuation of the Bike It programme in 20 schools. In addition we will implement bespoke school walking and cycle maps in 12 schools and targeted WOW and Free Your Feet Campaigns in 10 primary and 2 secondary schools respectively, WP 3-3 Travel information for Year 12 and 13 pupils Transition training for pupils moving from secondary to college/ employment. SBC has previously implemented a trial transition year training project for primary schools pupils moving to secondary schools. We will implement a trial in a secondary school for pupils moving to further education and training. Collectively WP3-1 to 3-3 will aim to achieve a similar target to what has already been achieved with the previous LSTF programme of 20% increase in pupils walking and scooting, 10% increase in cycling and aa 16% reduction in car mode share. The total benefits of Element 3 (including health benefits) represent a monetised value of £1,617,887.62 – See Economic Case for further details Element 4: Targeted marketing of sustainable and healthy travel for residents, including in wards with high health deprivation scores. To maximise the benefits of the programme and to continue to embed a sustainable travel culture in Slough, we will deliver a targeted programme of activities to market and promote sustainable and healthy travel for residents in Wards with poor health indices as well as new residents. We will engage community groups and local champions to reach out to these groups in partnership with Slough Public Health department. In addition, new capital schemes (such as those funded by LGF) will be promoted to residents and businesses. Annual sustainable travel events such as Skyrides will also be promoted. We will use the established template for a residential travel pack, developed as part of LSTF, in order to promote sustainable travel to households in target areas. Eight Super Output Areas in Slough with the highest health deprivation scores (approximately 1,000 per area) will be targeted for the targeted marketing of healthy travel. In addition, Slough’s 145,000 residents will be targeted for more general sustainable and healthy travel campaigns. We anticipate a 4% reduction in the number of car driver trips and an increase in active modes by 4%. The total benefits of Element 4 (including health benefits) represent a monetised value of £7,967,253.00– See Economic Case for further details

B3. The Economic Case – Value for Money Appendix 1 sets out the detailed Economic Appraisal Summary Note and complementary Scheme Impacts Proformas. The Note describes the scheme and its costs, the forecasting approach used, sources of data, assumptions and how the costs and benefits of the scheme have been calculated. The scheme itself comprises revenue measures categorised into four elements. Therefore, one proforma has been completed for each element. In addition, one overall proforma has compiled the total impacts of the individual elements, as the programme elements are intended to be complementary with each other and with numerous packages of capital measures that have either been implemented or that are due to be implemented with funding secured from other sources. The programme components assessed are as follows.

Element 1: Smarter Travel for Slough Businesses Programme

Element 2: Supporting Sustainable Access to Jobs and Training

Element 3: Supporting Sustainable access to schools

Element 4: Targeted marketing of sustainable and healthy travel for residents, including in wards with high health deprivation scores

Overall Programme – Packages 1, 2, 3, and 4 combined. Benefits are driven by the following metrics assessed from demand forecasts:

Decrease in car use from mode shift

Increase in cycling activity from mode shift

Increase in walking activity from mode shift General consideration for assessment is set out in Appendix 1, and are summarised as:

Forecasting years and appraisal period

Population growth

Common Inputs Benefits have been assessed for the appraisal of packages following WebTAG guidance – specifically those methodologies described in WebTAG Units A5.1 Active Modes, A5.4 Marginal External Costs and M5.2 Modelling Smarter Choices. A summary of each benefit category is explained in Appendix 1, and summarised as:

Marginal External Costs

Vehicle Operation Costs

Absenteeism

Health benefits from physical activity Also set out in Appendix 1 are:

Without scheme baseline assumptions

With scheme mode shift assumptions, including some assumptions derived from the Slough Borough Council LSTF Evaluation Report of the Council’s previous LSTF programme 2012-16

Many of the large increases in mode shift by cycling and walking; and results around the success of bike hire and car share initiatives suggest there is significant scope for achieving ambitious changes in travel behaviour throughout Slough. However,

noting that the wide ranges of results from the various data sources are also likely to reflect local conditions and the specific details of delivery of the various travel planning schemes, we have focused on the larger ‘town-wide’ findings from the ‘Soft Measures, Hard Facts’ report (car mode share reduced by 9%) and the LSTF 2016 meta-analysis (averaged over all projects, car mode share reduced by 2.2%) to estimate an overall expected level of performance of the proposed Access Fund schemes in Slough. Overall, this therefore provides a range of modal shift percentage points away from car use of 2.2% to 9%. For the purposes of this assessment we have used the simple average of this shift, 6% percentage points away from car use (rounded up from the 5.6% midpoint as we have a three year period to embed behaviour change), as our main modal shift figure. • For assessing targeted measures (Packages 1, 2 and 3 aimed at Workplaces, Jobseekers and Schools, respectively) we have applied with-scheme mode shift of 6% reduction in car driver trips. • For the targeted marketing elements (Package 4) we have built on the assumptions from the 2015/16 LSTF Revenue bid, estimating a 4% reduction in the number of car driver trips and an increase in active modes by 4%. In the context of the research above, this 4% is half of the implied 8% reduction from ‘targeted marketing’ as cited in TAG Unit M5.2. Since Package 4 is more generally targeted, the assumption is considered reasonable for current purposes. Although previous travel planning and smarter travel initiatives with employers has been very successful, with anecdotal evidence that suggests greater support and interest in using public transport (buses and rail), there was insufficient data to be able to draw robust links to mode shift away from private car use. Therefore, for the purposes of this appraisal, we have followed a proportionate approach to appraisal and not attempted to quantify future mode shift to buses and rail. Omitting consideration of mode shift from car to bus and rail is likely to result in a slight underestimation of scheme benefits, so the results reported in this note could be treated as conservative. In terms of the mode shifts, the scheme will not be affecting the actual number of trips, therefore the 6% has been redistributed equally across cyclists and pedestrians (cycling and walking mode increases are simply each 50% of the total reductions in car trips). This split has been used as walking and cycling are the main focus of our Access Fund scheme. Monetised Benefits The scheme will deliver improvement in the category of economic growth, social mobility, travel choices, environment and health, with a focus on increasing cycling and walking in Slough. Bespoke modelling of benefits has demonstrated significant benefits would arise from reduced road congestion and reduced vehicle operating costs, both as a result of reduced congestion and as a result of mode shift away from cars. Headline figures for the value for money assessment are as follows: PVB: £20.2m (£36.3m, if health benefits are included) PVC: £2.2m NPV: £18.0m (£34.1m, if health benefits are included) BCR: 9.1 (BCR 16.4, if health benefits are included) The scheme is very high value for money. A summary breakdown of individual package elements’ benefits is provided below.

Table 1: Package Benefits

Package 1 – Smarter Travel

for Slough

Package 2 – Supporting Sustainable Access to Jobs and Training

Package 3 – Supporting Sustainable access to schools

Package 4 – Targeted

marketing of sustainable and healthy travel

Total Package

PVB Decongestion

£6,139,028.23 £2,121,498.34 £517,989.77 £2,550,829.54 £11,329,345.87

PVB Infrastructure

£40,690.71 £14,061.72 £3,433.34 £16,907.41 £75,093.18

PVB Accidents £754,125.68 £260,607.43 £63,630.49 £313,347.00 £1,391,710.59

PVB Local Air Quality

£10,216.86 £3,530.70 £862.06 £4,245.21 £18,854.84

PVB Noise £40,690.71 £14,061.72 £3,433.34 £16,907.41 £75,093.18

PVB Greenhouse Gases

£295,051.85 £101,962.72 £24,895.45 £122,597.09 £544,507.10

PVB Indirect Taxation

-£1,508,770.62 -£521,394.30 -£127,304.80 -£626,909.75 -£2,784,379.47

PVB VoCs from mode shift

£5,193,671.29 £1,794,806.05 £438,223.85 £2,158,023.98 £9,584,725.17

Total, excluding health benefits

£10,964,704.72

£3,789,134.37

£925,163.50 £4,555,947.89 £20,234,950.48

PVB Physical activity

£8,209,916.84 £2,837,146.90 £692,724.12 £3,411,305.11 £8,209,916.84

PVB Absenteeism

£902,567.08 N/A N/A N/A £756,108.19

Total, including health benefits

£20,077,188.64

£6,626,281.27

£1,617,887.62 £7,967,253.00 £36,288,610.54

Total CO2e Saving (tonnes)

8067 2787 680 3351 14887

Non-Monetised Benefits The nature of the interventions proposed by the scheme do not enable an accurate assessment of non-monetised benefits. This section provides a qualitative overview of effect of the scheme on this topic. Collisions for all road users - Because active mode users are more vulnerable than car users, the scheme could lead to additional accidents involving cyclists and pedestrians. However the scheme is planned to provide awareness and deliver training to any new users to mitigate risks for individuals. In order to quantify and monetise the disbenefits, we would need data on current accident rates. Therefore based on a qualitative review, we assigned a score of slight adverse.

Journey reliability - The reduction in car traffic and consequent decongestion would likely lead to journey reliability improvements for walking and cycling users and motorists. The impact of the scheme is therefore scored as slight beneficial. Accessibility- The information provided as part of the scheme will enable better knowledge of transport links between communities. The impact of the scheme is therefore likely to be beneficial. Journey quality- Journey quality is a measure of the real and perceived physical and social environment experienced while travelling; and impacts can be sub-divided into three groups, according to their nature: • traveller care: aspects such as cleanliness, level of facilities, information and the general transport environment; • travellers’ views: the view and pleasantness of the external surroundings in the duration of the journeys; and • traveller stress: frustration, fear of accidents and route uncertainty. It is likely that these measures will improve the level of information available to travellers, while those who shift to active modes may be able to enjoy more pleasant views and surroundings on their journeys. However, new cyclists would likely experience greater fear of accidents. On balance, based on a qualitative assessment, we have assigned a score of neutral. Accessibility- Accessibility reflects the range of opportunities and choices people have in connecting with jobs, services and friends and families. Many of the measures that make up the scheme intend to improve such accessibility and so this impact is likely to be very positive. Based on a qualitative assessment we have assigned a score of moderate beneficial. Affordability- Affordability is likely to improve significantly, not just due to reductions in vehicle operating costs, but also because measures will be put in place to provide financial support to those who require it. Based on a qualitative assessment we have assigned a score of moderate beneficial. Other non-monetised benefits categories- We do not expect there would be an impact on regeneration, wider impacts, landscape/townscape, historic environment, biodiversity, water environment, security, severance, option and non-use values. A qualitative assessment we have assigned a score of neutral across these categories.

B4. The Financial Case – Project Costs Table A: Funding profile (Nominal terms)

£000s 2017/17

2018/18

2019/19

2020/20

DfT funding sought

500 500 500

Local Authority contribution

60 90 90

Third Party contribution including LGF

375 300 245

TOTAL

935 890 835

The local contribution represents 44% of the overall programme package cost over three years.

B4. Management Case - Delivery Please refer to Appendix 3 for the Project Plan and Appendix 4 for the organogram. The key outputs and task durations set out in the Project Plan are as follows: Element 1: Smarter Travel for Slough Businesses

30,000 employees engaged in the programme; average 10,000 per annum

60 large organisations engaged (200+ employees); average 20 per annum

35 organisations with significant targeted support; average 10-12 per annum

25 organisations supplied with bespoke travel information, average 8-9 per annum

3000 personalised travel plans delivered; average 1000 per annum

750 participants in commuter challenges

10% increase in car share schemes per annum

10% increase in rail discount redemptions Element 2: Supporting Sustainable Access to Jobs and Training

3,000 job seekers engaged; 1,000 per annum, including targeted support for NEETS and people with disabilities.

50 new registered users of Slough Cycle Hire per annum

25 new active Slough Cycle Hub members per annum Element 3: Smarter Travel for Slough School Programme

15,000 pupils engaged in the programme; average 5,000 per annum

Delivery of bespoke mapping projects in 12 schools, average 4 per annum.

Delivery of Walk on Wednesday Campaigns in 10 schools per annum

Delivery of Bike IT in 20 schools, average 6-7 per annum

Element 4: Targeted Marketing to Slough Residents on Heathy & Sustainable Travel

Targeted marketing campaigns for residents in Super Output Areas with high Health deprivation indices

Targeted marketing for new residents

Targeted marketing: Promotion of new sustainable transport schemes, such as LGF and annual initiatives such as Skyrides.

General

All the elements can be undertaken in parallel

Elements 1 and 3 have toolkits and methods established during LSTF, which means that project set up will be minimal. Marketing and promotion of these Elements could therefore feasibly commence in the first month.

Limited additional planning will be required for other components

Element 4 is focused on targeted marketing and promotion

By the end of the 2019/20 we envisage that components of the programme can be self-sustaining from 2016/17 onwards (funded by employers, including through s106 contributions and the Great Western Railway discount).

For businesses and schools where interest may start to wane in the programme, alternatives will be identified from established longlists.

Resource Requirements

The programme can be fully resources by SBC officers, framework consultant and specialist sub-contractors.

Table C: Construction milestones No construction milestones related to Access Fund, though various complementary capital schemes will be delivered from April 2017 to March 2020.

B5. Management Case – Statutory Powers and Consents a) Please list separately each power / consents etc obtained, details of date

acquired, challenge period (if applicable) and date of expiry of powers and conditions attached to them. Any key dates should be referenced in your project plan.

N/A

b) Please list separately any outstanding statutory powers / consents etc, including

the timetable for obtaining them.

N/A

B6. Management Case – Governance

The Senior Responsible Owner of the Programme will be Savio DeCruz, Head of Transport. Slough Borough Council will be responsible for the management, delivery and monitoring of the package. We are already well advanced in the planning of many aspects of the package. This includes identification of internal personnel to lead delivery and advanced discussions with delivery partners. We have also pre-planned procurement arrangements, such as with our framework consultants, so that our supply chain is in place and able to commence delivery immediately. We are therefore confident that we and our partners can achieve the output milestones and spend our budgets as planned. Day to day responsibility for delivery will lie with the Programme Manager, who has already been identified, who will coordinate the delivery of the package within the Council and with our framework consultants and our business, schools and other delivery partners. The Programme Manager will act as the main interface between the Project Board, the Council, the DfT and our framework consultants. Individual Project Managers will be assigned to be responsible for delivery and monitoring of individual Programme Elements (and individual work packages), including working in conjunction with the appropriate delivery partners where appropriate. We will set up a Project Board, which will act as the key decision making group and which will maintain a risk register. Membership of the Project Board will include the Programme Manager, The Senior Responsible Owner from the Council and Programme Advisor. The Board will provide the right level of experience, knowledge and skills and will guide the delivery of the package and provide support where necessary. Terms of Reference for the Board will be agreed at the first meeting. Assurance will be provided by a resource external to the project. The Programme Manager (and Project Managers as appropriate) will report on progress to the Project Board. Progress reporting will be an essential part of the management and monitoring of the Programme, including financial and budgetary reports. We will require that monthly reports be submitted to the Project Board, aligned with any DfT requirements. A Governance organogram is set out in Appendix 4

B7. Management Case - Risk Management A full risk register will be established in advance of the 2017-20 programme, however we envisage the key risks (including probability and impact) and risk responses to be as follows:

Businesses and schools slow to engage because of loss of continuity with previous LSTF Programme. Some engagement work is continuing with schools and businesses during 2016/17 which will act as a springboard for Access Fund activities to commence in 2017/18. [Medium probability, medium impact] Retention of political support. We will continue to ensure regular engagement with Members. Our Commissioner for Transport and Highways will be the key interface with Members, and will be provided with a monthly progress update. [Low probability, low impact] Reduction in financial or resource contribution from delivery partners. The Access Fund Project Board will ensure that there is regular communication and engagement with key partners and other stakeholders. The Project Board will meet monthly to discuss progress and to mitigate any delivery and budgetary issues. The Project Board will seek to obtain further match funding during the life of the project [Low probability, low impact] Breakdown of collaborative working. The Access Fund Project Board through its regular meetings will ensure that this does not happen. From the Inception meeting all delivery partners will be aware of their responsibilities for delivering the schemes [Low probability, low impact] Failure to deliver schemes within budget and programme. The proposal has been assessed and challenged by key officers prior to the submission. The Access Fund Project Board will monitor and scrutinise project delivery through its monthly meetings [Low probability, medium impact] Increase in project costs. The proposal has been assessed and challenged by key officers prior to the submission. Impacts of any cost increase will be raised to the Access Fund Project Board. [Low probability, medium impact] See Appendix 5 for the risk register

B8. Management Case - Stakeholder Management The Senior Responsible Owner will manage the relationship with elected Council Members. He has ensured that the interests of key stakeholders have been taken into account and has attended meetings with the LEP and Local Transport Board to ensure that SBCs proposals have been argued clearly. In Appendix 2 we have set out a number of supporting letters from stakeholders and delivery partners. This includes the Berkshire LEP, Wexham Park Hospital, Heathrow and SEGRO. This demonstrates that he have taken into account the interests of those groups – in particular schools and local business. Should we be successful in securing funding then we have the support of Living Streets and Sustrans in the delivery of the programme. The Programme Manager will take overall responsibility for the management of strategic relationships with stakeholders, however will be supported by Project

Managers (responsible for delivering programme Elements) who may be responsible for day to day relationships with these groups. Any major concerns from stakeholders will be discussed at the LSTF Board meetings and appropriate action taken. a) Can the scheme be considered as controversial in any way?

Yes No If yes, please provide a brief summary (in no more than 100 words)

b) Have there been any external campaigns either supporting or opposing the

scheme?

Yes No

If yes, please provide a brief summary (in no more than 100 words)

B9. The Commercial Case Procurement strategy An established strategy is in place with the named framework consultants and a number of delivery partners (including some social enterprises). The former are already contracted to support the Council, and we would look to extend existing contracts with the latter to ensure delivery. All these organisations have already been through a procurement process Viability of the proposal The investment in the workplace, schools, and job seeker behavioural change programmes will leave an indelible legacy on the people that are engaged in the these programme. New travel behaviours can be maintained beyond the Fund period. The commitment from employers will help to maintain the momentum of a shift away from car-use beyond the funding timeframe. Further funding will however be required to maintain a connection with the employers and we have plans for elements of the programme to do that, including liaising with FGW on maintaining the 10% rail discount for staff. The Council will continue to resource other travel planning activities focused on schools and jobseekers. In some cases, we see significant potential to grow investment beyond the funding period. We have secured s106 funding of £680k for beyond 2016/17 which will aid SBC longer term plan for an LSTF legacy.

We also see significant potential to grow investment beyond Access Fund period. For example, the developer contribution from the SEGRO masterplan will in particular play a significant role in locking in the benefits of Access Fund investment over the next 10-15 years. Further, there are a number of sites along which are coming up for development meaning that s106 developer contributions, together with LTP funds will be utilised to implement the medium to longer term phases of this scheme. SBC has also been allocated £13.15m of LGF capital funding for Round 1 and 2 schemes in Slough (Slough –Maidenhead strategic cycle route, Slough Mass Rapid Transit, Burnham Station Access). In addition Langley Station is a committed scheme (subject to business case approval). The Council has also prepared an LSTF evaluation report which sets out the long term viability of the programme.

SECTION C – Monitoring, Evaluation and Benefits Realisation C1. Monitoring and Evaluation Slough Borough Council is already a proactive member of the LSTF evaluation community. We are a fully participatory member of one of the DfT’s three LSTF evaluation case studies examining the transport and business-related impacts of our LSTF programme. Through this we will be collecting useful data directly from employee and employer questionnaires relating to staff travel and the wider outcomes of LSTF and related investment relating to business performance (e.g. staff retention, business location decisions). We will also be collecting data from cordon counts and bus usage to better understand how traffic flows on the strategic A4 route through the Borough have been affected by LSTF investment. Data collection was repeated in 2015 and will be repeated in 2016, and could be extended to take into account any 2017-20 investment. At the micro level the Council has also been collecting data relating to specific projects at particular workplaces and school, so that the outcome of interventions at those locations can be known. This type of monitoring and evaluation is something that the Council is already undertaking in schools and workplaces involved in current LSTF programme. A LSTF evaluation report was prepared by SBC at the end of the LSTF period setting out the main outcomes. Some of these figures have been used in the Economic Case to justify Access Fund for 2017/18 to 2019/20. By submitting this bid, I agree to work with the Department to provide a reasonable level of monitoring to enable the measurement of outputs and, where appropriate, evaluation of outcomes.

Yes No

Access Fund for Sustainable Travel: Revenue Competition 2016/17 to 2019/20 Application for Slough Borough Council Appendices

Contents: Appendix 1: Economic Appraisal Summary Note and 5x Scheme Impacts Proformas Appendix 2: Letters of Support Appendix 3: Project Plan Appendix 4: Governance Organogram Appendix 5: Risk Register

Appendix 1: Economic Appraisal Summary and 5x Scheme Impacts Proformas (1 overall Scheme Impacts Proforma for the whole programme and 4 individual Scheme Impacts Proformas for each programme package)

Economic Appraisal Summary Note-SBC Access Fund FINAL 1

Economic Appraisal Summary Note

1. Introduction

This note summarises the economic appraisal of the scheme that makes up Slough Borough Council’s 2017/18 through 2019/20 Access Fund for Sustainable Travel bid to the Department for Transport (DfT). The note describes the scheme and its costs, the forecasting approach used, sources of data, assumptions and how the costs and benefits of the scheme have been calculated.

The scheme itself comprises revenue measures categorised into four elements. Therefore, one proforma has been completed for each element. In addition, one overall proforma has compiled the total impacts of the individual elements, as the programme elements are intended to be complementary with each other and with numerous packages of capital measures that have either been implemented or that are due to be implemented with funding secured from other sources.

2. Scheme Background

The scheme itself covers revenue measures that are split into four packages as follows:

Element 1: Smarter Travel for Slough Businesses Programme

Access Fund support will enable us to continue and expand our employer and employee engagement project focused on 60 workplaces in Slough influencing over 30,000 staff.

A workplace behavioural change project is critical to the success of the overall package and it will build on the successful Smarter Travel for Slough business programme implemented 2012/13-2015/16. Through this, the Council has developed a Business Toolkit with a bespoke brand identity as well as a range of smarter measures available for businesses to tailor to their own requirements and encourage a mode shift. Overall the proposed workplace initiatives look to build on the success of the project to date in order to keep momentum with businesses being supported by dedicated Workplace Travel Advisors.

The package also has strong links with four infrastructure schemes being delivered in Slough through the Thames Valley Berkshire Growth Deal. These represent a substantial capital investment and through Element 1 we will support them by highlighting to employers and employees the opportunities they offer as sustainable travel options for work and business journeys.

This is particularly relevant for the SMaRT scheme where businesses are already engaging with the council on the scheme, and so established linkages will be maximised. Similarly it will add value to schemes already carried out with LSTF funding by promoting use of the Cycle Hire Slough scheme (introduced in 2013) and the new east-west cycle route, Cycle Hub Slough and pedestrian wayfinding system - all implemented in 2014/15 as part of our Smarter Travel for Slough LSTF project.

Element 1 is broken down into nine work packages. A description of each is given in the main bid document together with their forecast impact on the ground during the 3 years of the programme

WP 1-1 Travel planning - We forecast engagement with 60 employers (30,000 staff) in the three years with targeted support for 35 of them

WP 1-2 Travel events - We forecast holding 100 events reaching 60 firms/organisations and engaging 30,000 employees in the three years.

WP 1-3 Sustainable travel grants- We forecast grants being taken up by 25 firms/ organisations in the three years.

WP 1-4 Bespoke travel information - Forecast delivery of information to 25 firms/ organisations.

WP 1-5 Commuter Challenge - Forecast of 750 participants over the three years (234 in 2015).

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WP 1-6 Personalised Travel Plans for Staff- Targeting at least 3000 employees per with personalised travel planning initiatives.

WP 1-7 Workplace cycling initiatives - Forecast 8 training sessions at workplaces and business intermediaries per annum targeting and annual 80 surgery users

WP 1-8 Public transport fare discounts - Forecast increase of 10% on current number of discounted rail tickets (7227 between Nov 2014 and Nov 2015). Forecast 15 new employers signed up to CTC over three years.

WP 1-9 Car share - Forecast uptake in car share through 20% increase in scheme membership (1282 members in 2015)

Element 2: Supporting Sustainable Access to Jobs and Training

Access Fund support will enable us to make it easier for residents, particularly young people and the unemployed, to reach jobs and training opportunities. This is in line with the objectives of the SEP and SBC to achieve up-skilling of Slough’s workforce. Revenue funding will mean that the necessary training resources can be made available and this will be backed up by capital investment in infrastructure, notable in cycling and walking facilities. Slough has a higher than average unemployment rate (8.2%) compare to the South East (6.1%) [Census 2012/13].

Element 2 is broken down into eight work packages. A description of each is given in the bid document together with their forecast impact on the ground during the 3 years of the programme

WP 2-1 Job Seekers Travel Training and Support

WP 2-2 Youth Training and Employment

WP 2-3 Access to Training and Employment for Disabled People

Collectively WP2-1 to 2-3 is forecast to reach 1000 unemployed people per annum, with a target of 50% taking up the travel advice.

WP 2-4 Cycle Hire Slough / Cycle Hub Slough - Forecast to attract 20 new active Cycle Hub Slough members per annum and 50 new registered hire users per annum.

WP 2- 5 Walking and cycling complementary funding

WP 2-6 Station travel plans

Element 3: Supporting Sustainable access to schools

We have had measurable successes through our LSTF programme in promoting smarter travel to primary and secondary school in Slough, focusing so far on 28 of the Borough’s total 40 secondary and primary schools. The aim is to continue working with these schools and to encourage more schools to get involved.

Special attention will be given to the role that walking and cycling can play in tackling child obesity (38% of pupils aged 10 and 11 in 2014/15 were overweight, significantly higher than the average for England)

Element 3 is broken down into three work packages. A description of each is given in the main bid together together with their forecast impact on the ground during the 3 years of the programme:

WP 3-1 Pupil, teacher and parent engagement

WP 3-2 Cycling and walking initiatives

WP 3-3 Travel information for Year 12 and 13 pupils

Collectively WP3-1 to 3-3 will aim to achieve a similar target to what has already been achieved with the previous LSTF programme of 20% increase in pupils walking and scooting, 10% increase in cycling and aa 16% reduction in car mode share.

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Element 4: Targeted marketing of sustainable and healthy travel for residents, including in wards with high health deprivation scores

To maximise the benefits of the programme and to continue to embed a sustainable travel culture in Slough, we will deliver a targeted programme of activities to market and promote sustainable and healthy travel for residents in Wards with poor health indices as well as new residents. We will engage community groups and local champions to reach out to these groups in partnership with Slough Public Health department. In addition, new capital schemes (such as those funded by LGF) will be promoted to residents and businesses. Annual sustainable travel events such as Skyrides will also be promoted.

We will use the established template for a residential travel pack1, developed as part of LSTF, in order to promote sustainable travel to households in target areas.

Eight Super Output Areas in Slough with the highest health deprivation scores (approximately 1,000 per area) will be targeted for the targeted marketing of healthy travel.

In addition, Slough’s 140,000 residents will be targeted for more general sustainable and healthy travel campaigns,

3. Scheme Costs

The total cost of the revenue elements included in this programme is £2.66m, split over three years 2017 through 2020 (comprising £1.5m from the Access Fund and £1.16m from a combination of funding from Slough Borough Council, S106 contributions and third parties). It has been assumed that these costs are in 2016 prices. The estimated costs have been uplifted by 19% to adjust to market prices. As the scheme elements are revenue measures only and assuming that delivery costs will not rise, we have applied an optimism bias of 0%. The costs have been converted to 2010 prices using the GDP Deflator and discounted to give a Present Value of Costs (PVC) of £2,212,479.

4. Elements appraisal

As described above, the scheme is comprised of four elements, which have been designed to change people’s travel behaviour and achieve modal shift. Some of the individual elements are targeted at specific audiences with specific predicted outcomes. Therefore the four scheme elements have been modelled separately; and a combined overall appraisal has been compiled based the cumulative effects of the four elements. The following packages of elements have been modelled and proformas prepared accordingly:

Package 1 – Smarter Travel for Slough Businesses

Package 2 – Supporting Sustainable Access to Jobs and Training

Package 3 – Supporting Sustainable access to schools

Package 4 – Targeted marketing of sustainable and healthy travel for residents, including in wards with high health deprivation scores

Overall Scheme – Packages 1, 2, 3, and 4 combined.

Benefits are driven by the following metrics assessed from demand forecasts, as detailed below:

Decrease in car use from mode shift

Increase in cycling activity from mode shift

Increase in walking activity from mode shift

1 http://www.slough.gov.uk/business/planning-and-building-control/travel-plans-for-new-developments.aspx

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The following sections describe the sources of data and assumptions on which the models are based, and present the results of travel forecasts and associated benefits.

4.1. General considerations

4.1.1. Forecasting years and appraisal period Forecasts have been calculated for the year 2017 (since the funding period covers 2017-2020); and the appraisal period has been set to five years in consideration of the possibility that ‘scheme life’ of ‘soft measures’ could be relatively short – i.e. due to the difficulty in forecasting potential ongoing legacy benefits once the revenue activities end and the difficulty in attributing those benefits directly to specific ‘soft measures’ delivered during the scheme period.

4.1.2. Population growth Population growth has been based on ONS Subnational Population Projections for Local Authorities in England2, using population growth rates calculated from two age groups and applied to individual scheme elements accordingly:

Working age group (20-64 years old) population projections applied to workplace, jobseekers and general marketing elements3; and

School age group (5-19 years old) population projections applied to schools and educational establishments’ engagement.

4.1.3. Common inputs Average cycle trip length assumed to be 5km (DfT Statistics, England average, NTS0306, 2014). In the

absence of local travel survey data, it has been assumed that local travel patterns for cycling as a main mode would be broadly similar to national averages.

Average cycle trip speed assumed to be 14kph (World Health Organisation HEAT tool, 2016)

Average walk trip length assumed to be 1.1km (DfT Statistics, England average, NTS0306, 2014). In the absence of local travel survey data, it has been assumed that local travel patterns for walking as a main mode would be broadly similar to national averages.

Average walk trip speed assumed to be 4.8kph (World Health Organisation HEAT tool, 2016)

Average car trip length for Slough assumed to be 10km (‘Ward Level Travel to Work Analysis – 2001 Census’). This reflects the lower than average travel to work distances for Slough, relative to both regional (14.89km) and national (13.31km) averages. For reference, DfT reports an England-wide average travel to work distance by car of 13.7km (DfT Statistics, NTS0306, 2014)

Average distance travelled to school has been estimated to be 3.4km (DfT Statistics, NTS0614, 2014). Within the data, average distances of 0.5, 1.5 and 3.5 miles have been applied for the three shortest distance bands, for the purposes of calculating a weighted average. The largest distance band of “5 miles and over” has been treated as 5 miles, in consideration of Slough Borough’s relatively compact area.

Average vehicle speed assumed to be 24.3kph as provided for on local ‘A’ roads in Slough, from DfT Congestion & Reliability Statistics (DfT CGN0206a, 2016)

Annual growth rate for active modes assumed to be 0.57% (NTEM6.2)4

Annual growth rate for car drivers assumed to be 1.50% (NTM, South East)5

Annualisation factor: 220 days per year (WebTAG A5.1)

2 https://www.ons.gov.uk/peoplepopulationandcommunity/populationandmigration/populationprojections/datasets/localauthoritiesinenglandtable2

3 For this assessment, a simplifying assumption that the ‘in-scope’ market for influencing regular travel behaviour through smarter choices initiative is limited to school pupils and people of working age only.

4 Background growth in travel demand only, separate from mode shift.

5 Background growth in travel demand only, separate from mode shift.

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Opening year assumed to be 2017

Appraisal period assumed to be 5 years It is assumed that average journey lengths by mode are unaffected by the scheme.

4.1.4. Monetised Benefits Benefits have been assessed for the appraisal of packages following WebTAG guidance – specifically those methodologies described in WebTAG Units A5.1 Active Modes, A5.4 Marginal External Costs and M5.2 Modelling Smarter Choices. A summary of each benefit category is explained as follows.

Marginal External Costs

Marginal External Costs (MEC) assessed decongestion benefits from mode switch in the absence of the availability of a multi-modal model, and are recommended by WebTAG to be included as benefits for active modes schemes. MEC benefits apply to existing motorised users who do not change mode, but see an improvement in congestion from other users shifting to another mode. Calculations of MECs are based on car-km reduction between DM and DS scenarios and include the following categories:

Decongestion, time savings from road decongestion and to a lesser extent vehicle operating costs savings linked to reduced traffic congestion and idling time.

Infrastructure Maintenance, road maintenance savings for the infrastructure owner thanks to reduced traffic levels

Indirect Tax Loss, drop in income experienced by the government by the reduction of car traffic, essentially reduction on fuel duty tax receipts

Accident, reduction in motorised traffic collisions

Local AQ/Noise, improvement in air quality and noise levels

Greenhouse Gases, reduction in carbon emissions

Vehicle Operating Costs

Vehicle Operating Costs are associated with fuel and maintenance costs incurred by the use of vehicle for motorised users. These benefits are only applicable to people that switch from car to active modes, as they experience benefits from the reduction of maintenance and operating costs of their motorised vehicles.

Absenteeism

Physical activity is thought to have an active role in reducing short term sick leave absence from work. Absenteeism benefits are evaluated based on the likeliness reduction in the number of days of short term sick leave, and are seen as benefits for the employer.

Health benefits from physical activity

Research by the World Health Organisation into regular physical activity has found significant health benefits for people exercising regularly. Our packages are geared towards increasing active modes travel, thus physical activity amongst the target population. Therefore health benefits have been included in the appraisal, and have been assessed over the appraisal period based on the average new active users which includes decay. The WHO methodology has been followed, by using the WHO HEAT tool for benefits calculations.

5. Without scheme – baseline assumptions

Without scheme trip/user numbers and baseline mode shares have been derived from various sources to reflect local conditions and demographics in Slough as much as possible. Assumptions and data sources for scheme elements are described separately below. For each scheme element, it has been assumed that total numbers of users targeted equals the corresponding baseline population; and each user will generate one outbound trip. Then, it is assumed that 90% of these outbound trips have a return leg using the same route.

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Package 1 – Smarter Travel for Slough Businesses

Workforce baseline population has been obtained from Slough Borough Council’s key statistics and data (70,300 in employment, April 2014 to March 20156);

Travel to work mode share calculated from Census 2011 data, employment destination of Slough, ONS dataset QS701EW – Method of travel to work;

Package 2 – Supporting Sustainable Access to Jobs and Training

Baseline population obtained from employment/unemployment statistics for Slough (5,800 unemployed, April 2012 to March 2013);

In the absence of data, the travel to work mode share calculated from Census 2011 data, employment destination of Slough, has been applied to the unemployed population on the assumption that their travel behaviour is likely to be similar to that of the employed population.

Package 3 – Supporting Sustainable access to schools

Baseline schools population based on 2014 Slough schools census data7 (26,294 primary and secondary pupils, 2014);

Baseline school travel mode share has been based on the combined average mode shares from Khalsa Primary (2012, 2013) and Lynch Hill (2011, 2014) Primary schools, which were the subjects of school travel planning measures in Slough.

Package 4 –Targeted marketing of sustainable and healthy travel for residents, including in wards with high health deprivation scores

Slough Borough baseline population has been obtained from Slough’s 2016 population projection (149,400 residents, 2016). For the purposes of calculating benefits arising from this element of the scheme, the baseline population for assessment of Package 4 has been set as the total borough population, less the workforce, schools and jobseekers populations being targeted by the other three packages (44,642 ‘net’ population, 2017 projection).

For this study, the travel to work mode share calculated from Census 2011 data, employment destination of Slough, has been applied to the general population in the absence of better data.

6. With Scheme mode shift assumptions

Mode shift assumptions for each element have been based on high level reviews of existing literature and combined evidence from the 2016 Slough LSTF Evaluation, prepared by Atkins, 7 July 2016. A summary of key research and modal shift figures is described as follows.

6.1. Key research and findings

6.1.1. DfT TAG Unit M5.2 Modelling Smarter Choices (2014)8 Overview of the Möser and Bamberg Meta Analysis revealed overall results that gave some reasonable indications of the average levels of impact that could be achieved for three types of smarter travel choice measures.

Workplace travel plans: Implied 18% reduction in number of car trips – with an overall 12% increase in non-car mode share (although this effect was based on hard and soft measures in combination);

School travel plans: An implied 10% reduction in the number of car trips – with an overall 7% increase in non-car mode share (including a combination of effects at schools where best practice

6 http://www.slough.gov.uk/downloads/infographic-workforce-in-slough.pdf

7 http://www.slough.gov.uk/council/joint-strategic-needs-assessment/ethnicity.aspx

8 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/427135/webtag-tag-unit-m5-2-modelling-smarter-choices.pdf (Appendix B)

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was achieved and led to strong outcomes and many more schools where impacts were marginal); and

Targeted marketing: An implied 8% reduction in the number of car trips – with an overall 5% increase in non-car mode share.

6.1.2. Soft Measures, Hard Facts (2011)9 This report sets out the impact of different types of measures, including town or city wide programmes, based on findings from the three Sustainable Travel Towns. This found that car use in the three towns taken together fell by 9% between 2004 and 2008.

6.1.3. Meta-analysis of 12 LSTF Large Projects (2016)10 This report analysed the impacts of specific initiatives and whole LSTF programmes across 12 large scale projects; and reported headline results of 2.2% (percentage points) average whole project area car mode share reduction (Table 4.7)

6.1.4. Slough LSTF Evaluation Report (SBC, 2016) Slough bike hire:

8165 new cycle journeys since scheme opening in October 2013, average ride time 41 minutes.

Schools:

Slough schools personalised travel plan results also showed car mode shift of 14.29%

Bike IT data shows large changes in travel behaviour, summarised in the tables below.

Table 6-1 Walking Mode Share Outcomes

Walking: Trend

From 2012 – 2013, pupils regularly walking to school increased by 18 percent (182/504 to 832/1526).

Increase 18%

From 2012 – 2013, pupils never walking to school decreased by 29 percent (279/504 to 404/1526).

Increase 29%

From 2012 – 2014, pupils regularly walking to school increased by 9 percent (346/973 to 421/940).

Increase 9%

From 2012 – 2014, pupils never walking to school decreased by 20 percent (551/973 to 349/940).

Increase 20%

After four years engagement, pupils regularly walking to school increased by 4 percent (1052/2173 to 616/1130).

Increase 4%

9 http://www.sthc.co.uk/Documents/DoH_Soft_Measures_Hard_Facts.pdf

10 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/500220/meta-analysis_of-interim-report.pdf

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Table 6-2 Cycling Mode Share Outcomes

Cycling: Trend

From 2011 – 2014, pupils regularly cycling to school increased by 8 percent (36/350 to 139/738).

Increase 8%

From 2012 – 2014, pupils regularly cycling to school increased by 12 percent (60/973 to 135/940).

Increase 12%

From 2012 – 2014, pupils never cycling to school decreased by 29 percent (900/973 to 692/940).

Increase 29%

After four years engagement, pupils regularly cycling to school increased by 10 percent (192/2185 to 189/950), where the percentage increase shows that the level of cycling has doubled.

Increase 10%

Table 6-3 Car Mode Share Outcomes

Car: Trend

From 2012 – 2013, pupils regularly driven to school decreased by 21 percent (363/504 to 780/1526).

Decrease 21%

From 2012 – 2013, pupils never driven to school increased by 13 percent (123/504 to 574/1526).

Decrease 13%

From 2012 – 2014, pupils usually driven to school decreased by 18 percent (577/973 to 395/940).

Decrease 18%

From 2012 – 2014, pupils never driven to school increased by 4 percent (238/973 to 265/940).

Decrease 4%

After four years, pupils regularly driven to school decreased by 16 percent (1317/2163 to 484/1068).

Decrease 16%

Workplace engagement:

Slough Car Share: 1,374,396 vehicle miles reduction (2,211,877 veh-km, annual) – total forecast mileage savings for all BUDi team groups;

2015 Commuter Challenge: 9,166 vehicle miles reduction (14,751 veh-km, June);

Slough Trading Estate / SEGRO discount card travel registration: very high take up (61% of businesses) and 7,227 discounted rail tickets sold.

6.2. Summary of mode shift assumptions Many of the large increases in mode shift by cycling and walking; and results around the success of bike hire and car share initiatives suggest there is significant scope for achieving ambitious changes in travel behaviour throughout Slough. However, noting that the wide ranges of results above are also likely to reflect local conditions and the specific details of delivery of the various travel planning schemes, we have focused on the larger ‘town-wide’ findings from the ‘Soft Measures, Hard Facts’ report (car mode share reduced by 9%) and the LSTF 2016 meta-analysis (averaged over all projects, car mode share reduced by 2.2%) to estimate an

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overall expected level of performance of the proposed Access Fund schemes in Slough. Overall, this therefore provides a range of modal shift percentage points away from car use of 2.2% to 9%. For the purposes of this assessment we have used the simple average of this shift, 6% percentage points away from car use (rounded up from the 5.6% midpoint as we have a three year period to embed behaviour change), as our main modal shift figure.

For assessing targeted measures (Packages 1, 2 and 3 aimed at Workplaces, Jobseekers and Schools, respectively) we have applied with-scheme mode shift of 6% reduction in car driver trips.

For the targeted marketing elements (Package 4) we have built on the assumptions from the 2015/16 LSTF Revenue bid, estimating a 4% reduction in the number of car driver trips and an increase in active modes by 4%. In the context of the research above, this 4% is half of the implied 8% reduction from ‘targeted marketing’ as cited in TAG Unit M5.2. Since Package 4 is more generally targeted, the assumption is considered reasonable for current purposes.

Although previous travel planning and smarter travel initiatives with employers has been very successful, with anecdotal evidence that suggests greater support and interest in using public transport (buses and rail), there was insufficient data to be able to draw robust links to mode shift away from private car use. Therefore, for the purposes of this appraisal, we have followed a proportionate approach to appraisal and not attempted to quantify future mode shift to buses and rail. Omitting consideration of mode shift from car to bus and rail is likely to result in a slight underestimation of scheme benefits, so the results reported in this note could be treated as conservative.

In terms of the mode shifts, the scheme will not be affecting the actual number of trips, therefore the 6% has been redistributed equally across cyclists and pedestrians (cycling and walking mode increases are simply each 50% of the total reductions in car trips). This split has been used as walking and cycling are the main focus of our Access Fund scheme.

Decay rate

As noted in WebTAG Unit A5.1, initial increases in walking and cycling may decline over time and this is likely to be particularly relevant for demand management schemes similar to those included in this Access Fund scheme. This phenomenon can be represented in forecasts through use of a decay rate, so that demand in the ‘with scheme’ scenario converges with the ‘without scheme’ demand forecasts over time.

In consideration of the proactive engagement activities during the scheme period, we have assumed that benefits from mode shift will be sustained during the scheme’s delivery period. In this case, it has been assumed that after the initial encouragement of active mode users to the intervention, rather than maintaining this increased level of use indefinitely, the benefits may reduce over time compared to the ‘without scheme’ case by 10% per annum.

Other considerations

It is noted that there is realistic potential for positive benefits and mode shift towards bus use, following the improvements made during the 15/16 LSTF programme, but for the purposes of evaluating benefits for this bid, we have made a simplifying assumption that these would be marginal relative to those for cycling and walking.

7. Summary

7.1. Monetised Benefits The scheme will deliver improvement in the category of economic growth, social mobility, travel choices, environment and health, with a focus on increasing cycling and walking in Slough.

Bespoke modelling of benefits has demonstrated significant benefits would arise from reduced road congestion and reduced vehicle operating costs, both as a result of reduced congestion and as a result of mode shift away from cars. Headline figures for the value for money assessment are as follows:

PVB: £20.2m (£36.3m, if health benefits are included)

PVC: £2.2m

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NPV: £18.0m (£34.1m, if health benefits are included)

BCR: 9.1 (BCR 16.4, if health benefits are included)

The scheme is very high value for money. A summary breakdown of individual package elements’ benefits is provided below.

Table 4 - Package elements' benefits

Package 1 –

Smarter Travel for Slough

Package 2 – Supporting Sustainable

Access to Jobs and Training

Package 3 – Supporting Sustainable access to schools

Package 4 – Targeted

marketing of sustainable and healthy travel

Total scheme

PVB Decongestion

£6,139,028.23 £2,121,498.34 £517,989.77 £2,550,829.54 £11,329,345.87

PVB Infrastructure

£40,690.71 £14,061.72 £3,433.34 £16,907.41 £75,093.18

PVB Accidents £754,125.68 £260,607.43 £63,630.49 £313,347.00 £1,391,710.59

PVB Local Air Quality

£10,216.86 £3,530.70 £862.06 £4,245.21 £18,854.84

PVB Noise £40,690.71 £14,061.72 £3,433.34 £16,907.41 £75,093.18

PVB Greenhouse Gases

£295,051.85 £101,962.72 £24,895.45 £122,597.09 £544,507.10

PVB Indirect Taxation

-£1,508,770.62 -£521,394.30 -£127,304.80 -£626,909.75 -£2,784,379.47

PVB VoCs from mode shift

£5,193,671.29 £1,794,806.05 £438,223.85 £2,158,023.98 £9,584,725.17

Total, excluding health benefits

£10,964,704.72 £3,789,134.37 £925,163.50 £4,555,947.89 £20,234,950.48

PVB Physical activity

£8,209,916.84 £2,837,146.90 £692,724.12 £3,411,305.11 £8,209,916.84

PVB Absenteeism

£902,567.08 N/A N/A N/A £756,108.19

Total, including health benefits

£20,077,188.64 £6,626,281.27 £1,617,887.62 £7,967,253.00 £36,288,610.54

Total CO2e Saving (tonnes)

8067 2787 680 3351 14887

7.2. Non-Monetised Benefits The nature of the interventions proposed by the scheme do not enable an accurate assessment of non-monetised benefits. This section provides a qualitative overview of effect of the scheme on this topic.

Collisions for all road users

Because active mode users are more vulnerable than car users, the scheme could lead to additional accidents involving cyclists and pedestrians. However the scheme is planned to provide awareness and deliver training to any new users to mitigate risks for individuals. In order to quantify and monetise the disbenefits, we would need data on current accident rates. Therefore based on a qualitative review, we assigned a score of slight adverse.

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Journey reliability

The reduction in car traffic and consequent decongestion would likely lead to journey reliability improvements for walking and cycling users and motorists. The impact of the scheme is therefore scored as slight beneficial.

Accessibility

The information provided as part of the scheme will enable better knowledge of transport links between communities. The impact of the scheme is therefore likely to be beneficial.

Journey quality

Journey quality is a measure of the real and perceived physical and social environment experienced while travelling; and impacts can be sub-divided into three groups, according to their nature:

traveller care: aspects such as cleanliness, level of facilities, information and the general transport environment;

travellers’ views: the view and pleasantness of the external surroundings in the duration of the journeys; and

traveller stress: frustration, fear of accidents and route uncertainty.

It is likely that these measures will improve the level of information available to travellers, while those who shift to active modes may be able to enjoy more pleasant views and surroundings on their journeys. However, new cyclists would likely experience greater fear of accidents. On balance, based on a qualitative assessment, we have assigned a score of neutral.

Accessibility

Accessibility reflects the range of opportunities and choices people have in connecting with jobs, services and friends and families. Many of the measures that make up the scheme intend to improve such accessibility and so this impact is likely to be very positive. Based on a qualitative assessment we have assigned a score of moderate beneficial.

Affordability

Affordability is likely to improve significantly, not just due to reductions in vehicle operating costs, but also because measures will be put in place to provide financial support to those who require it. Based on a a qualitative assessment we have assigned a score of moderate beneficial.

Other non-monetised benefits categories

We do not expect there would be an impact on regeneration, wider impacts, landscape/townscape, historic environment, biodiversity, water environment, security, severance, option and non-use values. A qualitative assessment we have assigned a score of neutral across these categories.

Access Fund Revenue Competition - Schemes Impact Pro-Forma

Description of infrastructure/facilities Describe the experience of

cyclists without

implementation of the

scheme

Describe the experience of

cyclists after

implementation of the

scheme

E.g. cycling along general traffic/ in bus lane/ parking bicycles on lampposts/secure cycle racks

etc - refer to section 1.9 of WebTAG 3.14.1.

Please provide reference to more detailed description.

Route length (km) Route length not assessed.

Average trip length (km) 10 10 Ward level travel to work analysis using 2001 Census data - assuming mode shift from car to

cycle.

Average cycling speed (kph) 14 14 Average cycling speed has been assumed to be 14 kph, as specified in the WHO HEAT tool

guidance.

Number of users (per day) 24012 28857 Opening year one-way person trips for this journey purpose; with-scheme numbers

calculated using mode shift assumptions (i.e. assuming 50% of car driver mode shift

transfers to cycling/walking)

Percentage of additional users that would have driven a

car otherwise. N.A.

100% Taken from mode shift assumptions about the scheme.

Traffic levels (Vehicle km) in the affected area 333767812 316021426

Traffic levels (Vehicle hours) in the affected area

Average Speed in the Morning Peak 24.3 24.3

Mode share (in person trips)

Car Driver 89832 84987

Car Passenger 8336 8336

Bus passenger 9622 9622

Rail Passenger 9907 9907

Cyclist 4004 6425

Walking 20008 22430

Annual number of passenger trips

Average trip distance (km)

Total bus kilometres travelled (km), only change if 'with'

scheme includes new bus services

Average wait time (mins)

Average fare per trip (£)

Average in-vehicle time (mins)

Description of your intervention

E.g. provision of Real time information at bus stops/ through a website, announcements of next stop on board/ CCTV at stops/on boars, improved bus

shelters. Or increased frequency - impact on wait time / Bus priority - impact on travel time

Please explain how you have estimated the impact of your activities - referring e.g. to previous

experience in your authority or elsewhere of similar interventions

Veh-km: sum of veh-km from the four component elements - incorporates 2014/15 Slough

Workforce data, 2016 schools census data and 2016 residents population projections for Slough;

growthed using ONS subregional population growth projections for Slough; trip distances using

the Slough ave 10.0km TTW distance and England-wide weighted average travel to school

distance; Census 2011 TTW mode share and LSTF surveys from two schools in Slough.

Veh-hours not assessed.

Average speed in the Morning Peak has been taken as the average AM Peak speeds (Jan 2015

to Dec 2015) from Slough UA, as presented in CGN0206a.

Mode share: One way person trips per day, calculated from workplace population data and TTW

mode share percentages.

For Bus elements of your bid please fill in the following table

Input data Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

Input data Without Scheme

Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

For cycling/walking elements of your bid, please provide the following evidence - if available

Input data

If you are expecting your project to reduce car travel, please provide the following information

With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

Access Fund Revenue Competition - Schemes Impact Pro-Forma

Description of infrastructure/facilities Describe the experience of

cyclists without

implementation of the

scheme

Describe the experience of

cyclists after

implementation of the

scheme

E.g. cycling along general traffic/ in bus lane/ parking bicycles on lampposts/secure cycle racks

etc - refer to section 1.9 of WebTAG 3.14.1.

Please provide reference to more detailed description.

Route length (km) Route length not assessed.

Average trip length (km) 10 10 Ward level travel to work analysis using 2001 Census data - assuming mode shift from car to

cycle.

Average cycling speed (kph) 14 14 Average cycling speed has been assumed to be 14 kph, as specified in the WHO HEAT tool

guidance.

Number of users (per day) 5423 6513 Opening year one-way person trips for this journey purpose; with-scheme numbers

calculated using mode shift assumptions (i.e. assuming 50% of car driver mode shift

transfers to cycling/walking)

Percentage of additional users that would have driven a

car otherwise. N.A.

100% Taken from mode shift assumptions about the scheme.

Traffic levels (Vehicle km) in the affected area 113984136 109424770

Traffic levels (Vehicle hours) in the affected area

Average Speed in the Morning Peak 24.3 24.3

Mode share (in person trips)

Car Driver 27269 26178

Car Passenger 3043 3043

Bus passenger 3353 3353

Rail Passenger 3616 3616

Cyclist 1067 1612

Walking 4356 4901

Annual number of passenger trips

Average trip distance (km)

Total bus kilometres travelled (km), only change if 'with'

scheme includes new bus services

Average wait time (mins)

Average fare per trip (£)

Average in-vehicle time (mins)

Description of your intervention

Input data Without Scheme

Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

For cycling/walking elements of your bid, please provide the following evidence - if available

Input data

If you are expecting your project to reduce car travel, please provide the following information

With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

E.g. provision of Real time information at bus stops/ through a website, announcements of next stop on board/ CCTV at stops/on boars, improved bus

shelters. Or increased frequency - impact on wait time / Bus priority - impact on travel time

Please explain how you have estimated the impact of your activities - referring e.g. to previous

experience in your authority or elsewhere of similar interventions

Veh-km: calculated for opening year (2017) using Slough's Joint Strategic Needs Assessment

population of total residents, 2016, growthed to 2017 using ONS subregional population growth

projections, Slough ave 10.0km TTW distance, and Census 2011 TTW mode share.

Veh-hours not assessed.

Average speed in the Morning Peak has been taken as the average AM Peak speeds (Jan 2015

to Dec 2015) from Slough UA, as presented in CGN0206a.

Mode share: One way person trips per day, calculated from workplace population data and TTW

mode share percentages.

For Bus elements of your bid please fill in the following table

Input data Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

Access Fund Revenue Competition - Schemes Impact Pro-Forma

Description of infrastructure/facilities Describe the experience of

cyclists without

implementation of the

scheme

Describe the experience of

cyclists after

implementation of the

scheme

E.g. cycling along general traffic/ in bus lane/ parking bicycles on lampposts/secure cycle racks

etc - refer to section 1.9 of WebTAG 3.14.1.

Please provide reference to more detailed description.

Route length (km) Route length not assessed.

Average trip length (km) 3.4 3.4 Average distance travelled to school has been estimated to be 3.4km (DfT Statistics, NTS0614,

2014). Within the data, average distances of 0.5, 1.5 and 3.5 miles have been applied for the

three shortest distance bands, for the purposes of calculating a weighted average. The largest

distance band of “5 miles and over” has been treated as 5 miles, in consideration of Slough

Borough’s relatively compact area and converted to km.Average cycling speed (kph) 14 14 Average cycling speed has been assumed to be 14 kph, as specified in the WHO HEAT tool

guidance.

Number of users (per day) 9155 10062 Opening year one-way person trips for this journey purpose; with-scheme numbers

calculated using mode shift assumptions (i.e. assuming 50% of car driver mode shift

transfers to cycling/walking)

Percentage of additional users that would have driven a

car otherwise. N.A.

100% Taken from mode shift assumptions about the scheme.

Traffic levels (Vehicle km) in the affected area 21470557 20182324

Traffic levels (Vehicle hours) in the affected area

Average Speed in the Morning Peak 24.3 24.3

Mode share (in person trips)

Car Driver 15120 14212

Car Passenger 0 0

Bus passenger 435 435

Rail Passenger 0 0

Cyclist 1081 1535

Walking 8073 8527

Annual number of passenger trips

Average trip distance (km)

Total bus kilometres travelled (km), only change if 'with'

scheme includes new bus services

Average wait time (mins)

Average fare per trip (£)

Average in-vehicle time (mins)

Description of your intervention

Input data Without Scheme

Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

For cycling/walking elements of your bid, please provide the following evidence - if available

Input data

If you are expecting your project to reduce car travel, please provide the following information

With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

E.g. provision of Real time information at bus stops/ through a website, announcements of next stop on board/ CCTV at stops/on boars, improved bus

shelters. Or increased frequency - impact on wait time / Bus priority - impact on travel time

Please explain how you have estimated the impact of your activities - referring e.g. to previous

experience in your authority or elsewhere of similar interventions

Veh-km calculated for opening year (assumed 2017), using 2014 school census data for Slough,

growthed to 2017 using ONS subregional population growth projections, 4.0km school travel

distance, and Census 2011 TTW mode share.

Veh-hours not assessed.

Average speed in the Morning Peak has been taken as the average AM Peak speeds (Jan 2015

to Dec 2015) from Slough UA, as presented in CGN0206a.

Mode share: One way person trips per day, calculated from workplace population data and TTW

mode share percentages.

For Bus elements of your bid please fill in the following table

Input data Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

Access Fund Revenue Competition - Schemes Impact Pro-Forma

Description of infrastructure/facilities Describe the experience of

cyclists without

implementation of the

scheme

Describe the experience of

cyclists after

implementation of the

scheme

E.g. cycling along general traffic/ in bus lane/ parking bicycles on lampposts/secure cycle racks

etc - refer to section 1.9 of WebTAG 3.14.1.

Please provide reference to more detailed description.

Route length (km) Route length not assessed.

Average trip length (km) 10 10 Ward level travel to work analysis using 2001 Census data - assuming mode shift from car to

cycle.

Average cycling speed (kph) 14 14 Average cycling speed has been assumed to be 14 kph, as specified in the WHO HEAT tool

guidance.

Number of users (per day) 734 956 Opening year one-way person trips for this journey purpose; with-scheme numbers

calculated using mode shift assumptions (i.e. assuming 50% of car driver mode shift

transfers to cycling/walking)

Percentage of additional users that would have driven a

car otherwise. N.A.

100% Taken from mode shift assumptions about the scheme.

Traffic levels (Vehicle km) in the affected area 15430958 14505101

Traffic levels (Vehicle hours) in the affected area

Average Speed in the Morning Peak 24.3 24.3

Mode share (in person trips)

Car Driver 3692 3470

Car Passenger 412 412

Bus passenger 454 454

Rail Passenger 490 490

Cyclist 144 255

Walking 590 700

Annual number of passenger trips

Average trip distance (km)

Total bus kilometres travelled (km), only change if 'with'

scheme includes new bus services

Average wait time (mins)

Average fare per trip (£)

Average in-vehicle time (mins)

Description of your intervention

E.g. provision of Real time information at bus stops/ through a website, announcements of next stop on board/ CCTV at stops/on boars, improved bus

shelters. Or increased frequency - impact on wait time / Bus priority - impact on travel time

Please explain how you have estimated the impact of your activities - referring e.g. to previous

experience in your authority or elsewhere of similar interventions

Veh-km: calculated for opening year (2017) using 2014/15 Slough Workforce data growthed to

2017 using ONS subregional population growth projections, Slough ave 10.0km TTW distance,

and Census 2011 TTW mode share.

Veh-hours not assessed.

Average speed in the Morning Peak has been taken as the average AM Peak speeds (Jan 2015

to Dec 2015) from Slough UA, as presented in CGN0206a.

Mode share: One way person trips per day, calculated from workplace population data and TTW

mode share percentages.

For Bus elements of your bid please fill in the following table

Input data Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

Input data Without Scheme

Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

For cycling/walking elements of your bid, please provide the following evidence - if available

Input data

If you are expecting your project to reduce car travel, please provide the following information

With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

Access Fund Revenue Competition - Schemes Impact Pro-Forma

Description of infrastructure/facilities Describe the experience of

cyclists without

implementation of the

scheme

Describe the experience of

cyclists after

implementation of the

scheme

E.g. cycling along general traffic/ in bus lane/ parking bicycles on lampposts/secure cycle racks

etc - refer to section 1.9 of WebTAG 3.14.1.

Please provide reference to more detailed description.

Route length (km) Route length not assessed.

Average trip length (km) 10 10 Ward level travel to work analysis using 2001 Census data - assuming mode shift from car to

cycle.

Average cycling speed (kph) 14 14 Average cycling speed has been assumed to be 14 kph, as specified in the WHO HEAT tool

guidance.

Number of users (per day) 8701 11326 Opening year one-way person trips for this journey purpose; with-scheme numbers

calculated using mode shift assumptions (i.e. assuming 50% of car driver mode shift

transfers to cycling/walking)

Percentage of additional users that would have driven a

car otherwise. N.A.

100% Taken from mode shift assumptions about the scheme.

Traffic levels (Vehicle km) in the affected area 182882161 171909231

Traffic levels (Vehicle hours) in the affected area

Average Speed in the Morning Peak 24.3 24.3

Mode share (in person trips)

Car Driver 43752 41127

Car Passenger 4882 4882

Bus passenger 5380 5380

Rail Passenger 5801 5801

Cyclist 1711 3024

Walking 6989 8302

Annual number of passenger trips

Average trip distance (km)

Total bus kilometres travelled (km), only change if 'with'

scheme includes new bus services

Average wait time (mins)

Average fare per trip (£)

Average in-vehicle time (mins)

Description of your intervention

E.g. provision of Real time information at bus stops/ through a website, announcements of next stop on board/ CCTV at stops/on boars, improved bus

shelters. Or increased frequency - impact on wait time / Bus priority - impact on travel time

Please explain how you have estimated the impact of your activities - referring e.g. to previous

experience in your authority or elsewhere of similar interventions

Veh-km: calculated for opening year (2017) using 2014/15 Slough Workforce data growthed to

2017 using ONS subregional population growth projections, Slough ave 10.0km TTW distance,

and Census 2011 TTW mode share.

Veh-hours not assessed.

Average speed in the Morning Peak has been taken as the average AM Peak speeds (Jan 2015

to Dec 2015) from Slough UA, as presented in CGN0206a.

Mode share: One way person trips per day, calculated from workplace population data and TTW

mode share percentages.

For Bus elements of your bid please fill in the following table

Input data Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

Input data Without Scheme

Without Scheme With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

For cycling/walking elements of your bid, please provide the following evidence - if available

Input data

If you are expecting your project to reduce car travel, please provide the following information

With Scheme Reference to supporting information (e.g. section of Economic Appraisal Summary).

Appendix 2: Letters of Support

Registered address: 100 Longwater Avenue, Green Park, Reading, Berkshire RG2 6GP www.thamesvalleyberkshire.co.uk info@thamesvalleyberkshire.co.uk

A company limited by guarantee and registered at Companies House No. 07885051

7 September 2016 Masum Choudhury Transport Strategy Manager Slough Borough Council St Martin’s Place 51 Bath Road Slough SL1 3UF

Dear Masum

Slough Borough Council –

Access Fund for Sustainable Travel Revenue Competition 2017/18 to 2019/20

I am pleased to offer the support and endorsement of Thames Valley Berkshire LEP for your current bid

for DfT’s Access Fund for Sustainable Travel Revenue Competition 2017/18 through 2019/20. Through

the joint working of the Berkshire Strategic Transport Forum and the Berkshire Local Transport Body, we

have developed a strong partnership approach to Strategic Transport investment planning. The Strategic

Economic Plani for Thames Valley Berkshire includes at page 17 the following commitment:

However, the transport and communications infrastructure on which we rely is simultaneously a local, national and international resource. It is very congested. This in turn is threatening to undermine our intrinsic growth potential. It is therefore essential to invest in it and also to encourage local sustainable transport networks that promote active travel on foot, on bicycle and on public transport.

11 of the 22 transport schemes funded under Thames Valley Berkshire Growth Deal 1 and 2 are wholly or mainly concerned with Access Fund schemes; together these represent a £52m capital investment from the Local Growth Fund.

We want to promote the best possible conditions for economic growth, and this includes working with the public authorities to ensure that the transport network can cope with flows of people and goods. I commend the package of measures in your bid.

TVB LEP is therefore fully supportive of the bid, and is committed to working with the Berkshire Strategic Transport Forum and the Councils of Thames Valley Berkshire to deliver the successful implementation of the package should funding be secured.

I wish you every success and we look forward to working with you on this.

Yours sincerely,

Via e-mail Richard Tyndall, Business Consultant - Infrastructure Thames Valley Berkshire Local Enterprise Partnership 07880-787007 richard@thamesvalleyberkshire.gov.uk

i http://thamesvalleyberkshire.co.uk/Portals/0/FileStore/StrategicEconomicPlan/TVB%20SEP%20-%20Strategy.pdf

Slough Aspire CIC

Slough Aspire Centre

350 Edinburgh Avenue

Slough Trading Estate

Slough, SL1 4TU

01753 530146

www.sloughaspire.com

E: info@sloughaspire.com

Slough Aspire Community Interest Company

Registration No: 8680406

Masum Choudhury

Transport Strategy Manager

Slough Borough Council

St Martins Place

51 Bath Road

SLOUGH

SL1 3UF

9th September 2016

Dear Masum Choudhury

Re: Slough Access Fund Bid

I write to confirm the support of Slough Aspire CIC for the Slough Access Fund Bid.

Slough Aspire is an innovative community interest company dedicated to enabling the Slough talent pool to develop

employability skills relevant to local businesses. Led by business we add value to public and third sector delivery

programmes through facilitating business involvement and creating innovative new programmes linked to business

need which enable local people of all ages to improve their employability skills and increase opportunities to enter

into work in Slough. We also act to support local businesses with recruitment and workforce development solutions as

well as through supporting Slough based entrepreneurs to start and grow new businesses.

We are supportive of the proposed bid’s objectives under the heading of 'supporting sustainable access to jobs,

education and training', particularly proposals to work with Slough Aspire and other key local partners such as JCP

and East Berkshire College, by providing specialist support in the form of travel advice for young people and

residents wanting to get to interviews and training. Initiatives involving businesses, schools and communities,

focusing on walking, cycling and public transport, and car share are also of interest and we welcome opportunities to

build on the success of the Dr Bike cycle workshop initiative.

Where appropriate we will also be happy to provide access to relevant professional networks and contacts and assist

the project team with knowledge transfer and dissemination.

Yours Sincerely

Fiona Jones

Chief Executive

Royal Mail is a trading name of Royal Mail Group Ltd. Registered number 4138203. Registered in England and Wales. Registered office: 100 Victoria Embankment, LONDON, EC4Y 0HQ

© Royal Mail Group Ltd – Page 1 of 1

Masum Choudhury

Transport Strategy Manager

Slough Borough Council

St. Martins Place

51 Bath Road

Slough

SL1 3UF

31 August 2016

Royal Mail HWDC Environment Pillar Axis Park Hurricane Way Slough SL3 8AQ Email: johan.van-der-walt@royalmail.com www.royalmail.com

Dear Masum,

Department for Transport (DfT) Sustainable Travel Access Fund revenue competition bid 2017-2020 Royal Mail Heathrow Worldwide Distribution Centre (HWDC) and International Logistic Centre (ILC) is supportive of Slough Borough Council’s funding bid for the Access Bid revenue competition 2017-2020, particularly for the Workplace Travel Advisors to renew support with our business. Our HWDC and ILC sites are based in the east of Slough, close to London Heathrow Airport in order to serve the international mail market, and operate 24/7/365. We have around 2000 full time staff working three shifts, and see seasonal pressures raising the number employees to around 2500. The nature of our shift operations means 600 members of staff are arriving for their shift while 600 employees are finishing the previous shift – thus adding significant pressure on the car parking at the sites. The Environment Pillar which consists of 5 members of staff, is supporting a range of measures to help address this, as well as for working toward the site achieving the stringent environmental credentials in order to be awarded Gold status under the “World Class Umbrella” The Local Sustainable Transport Fund (LSTF) helped to launch a private Royal Mail car share website, with the implementation of a dedicated car share parking area on site. We hope to continue promoting this tool, with attention to focus on increasing/maintaining staff engagement now that the scheme is established. The site benefited from a new 56 space cycle shelter. Should the bid be successful in its funding, we would like to further promote this facility and maximise its use. Cycling offers a viable commuting option for many employees and will be a key mode focus within future sustainable travel promotion. We fully support the bid and its aims; especially to complement the environmental activities in place at our site. We hope to receive funding which can benefit Royal Mail as a business, the health and wellbeing of our staff, and the wider community in Slough.

Yours sincerely

Johan Van Der Walt

Johan Van Der Walt. EngTech, MIET WCM Environment / Energy Pillar

KHALSA PRIMARY SCHOOL

‘Faith Inspired Education’

Wexham Road, Slough, Berkshire, SL2 5QR Tel: 01753 823501

Email: office@kpsslough.com Web: http://www.khalsaprimaryschool.com

Masum Choudhury Transport Strategy Manager Slough Borough Council St Martins Place 51 Bath Road Slough SL1 3UF

2nd September 2016 Dear Masum,

‘Access Fund for Sustainable Travel’ Revenue Competition

Khalsa Primary School is pleased to support Slough Borough Council’s bid for the Access

Fund for Sustainable Travel. This would assist with maintaining and continuing the legacy of

projects provided by the Local Sustainable Transport Fund (LSTF).

Between 2012 and 2016, Khalsa Primary School greatly benefitted from LSTF. We worked

with the Council on many initiatives, enabling us to become a beacon of best practice in

terms of sustainable travel for other schools in the borough. We have seen success across

all modes, with particular increases of cycling following the installation of new cycle parking

to provide a conducive cycling environment for staff and pupils.

The Living Streets ‘WOW’ scheme and bespoke walking and cycling maps have encouraged

parents and their children to choose safer and more sustainable methods of travel. The

school appreciates these measures; teachers have noticed children are more alert and

ready to learn and parents have enjoyed cheaper and healthier journey options. This

demonstrates that the school community also backs the bid for further funding to increase

sustainable school travel.

We are fully supportive of your bid and would love the opportunity to relaunch measures that

promote sustainable travel.

I wish you success in the bid and look forward to hearing from you in due course.

Yours sincerely,

Mr. Mandeep Singh

(School Travel Coordinator)

Email of support from Heathrow Airport

East Berksh ire College 08453732500

Emailinfo@eastberks.ac.uk

Websitewww.eastberks .a c. u k

Masum ChoudhuryTransport Strategy ManagerSlough Borough CouncilSt Martins Place51 Bath RoadSloughSL1 3UF 1 September2016

Dear Masum

Department for Transport (DfT) Sustainable Access Fund revenue competition bid

2017-2020

East Berkshire College (Langley campus) are supportive of Slough Borough Council’s bid for

the Access Fund.

Located in Langley, we provide 5,000 students the vital skills for progressing into work and

also employ 400 staff. Since 2013 we have been working closely with Slough Borough

Council to implement our Travel Plan, demonstrating our commitment to promoting

sustainable travel.

Our Travel Pan is in place, with both staff and students targeted for increasing sustainable

travel. We highly valued LSTF (Local Sustainable Transport Fund) engagement, especially

the support with the Travel Plan Coordinator at the college.

We have continued to implement the Travel Plan but welcome assistance to deliver projects

and programmes encompassed within the Access Fund. Some of these projects which the

Access Fund can support include — but are not limited to — the following:

• Participation in the Bike It programme for our students

• Promotion of a cycling commuting, including cycle maintenance, training, bike loan

schemes and establishing a Bicycle Users Group

• Maximising the use of the 12 secure bike lockers and bike repair stand (installed with

LSTF funding)

• Walking challenges

• Further distribution of our site bespoke travel option leaflets

• Hosting sustainable travel events to actively engage with staff and students.

We fully support the Access Fund bid and its aims, especially through ensuring that staff and

students can access employment, aducaton and training. Sustainable travel promotion at

East Berkshire College will not oniy be of benefit to The college but the wider community in

Slough.

Langley Campus LI Windsor CampusStation Road St Leonards RoadLangley WindsorBerkshire SL3 8BY Berkshire 5L4 3AZ matrix , INVESTORSFax: 01753 793316 Fax: 01753793119 . IN PEOPLE

Yours sincerely

!& _—

Brian Harris

Estates Manager

Appendix 3: Project Plan

Apr

May

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Dec

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Feb

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Apr

May

Jun

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Sep

Oct

Nov

Dec

Jan

Feb

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Apr

May

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Element 1: Smarter Travel for Slough Businesses Programme

Project set up

30,000 employees engaged in the programme; average 10,000 per annum

60 large organisations (200+ employees) with light touch engagement; average 20 per annum

35 organisations with signifcant targeted support; average 10-12 per annum

25 organisations supplied with bespoke travel information, average 8-9 per annum

3000 personalised travel plans delivered; average 1000 per annum

750 participants in commuter challenges

10% increase in car share schemes per annum

10% increase in rail discount redemptions

Element 2: Supporting Sustainable Access to Jobs and Training

Project set up

3,000 jobsearchers engaged; 1,000 per annum

50 new registered users of Slough Cycle Hire per annum

25 new active Slough Cycle Hub members per annum

Element 3: Smarter Travel for Slough School Programme

Project set up

15,000 pupils engaged in the programme; average 5,000 per annum

Delivery of bespoke mapping projects in 12 schools, average 4 per annum.

Delivery of Walk on Wednesday Campaigns in 10 schools per annum

Delivery of Bike IT in 20 schools, average 6-7 per annum

Element 4: Targeted Marketing to Slough Residents on Heathy & Sustainable Travel

Project set up

Targeted marketing: Residents in areas with high Health deprivation indices

Targeted marketing: New residents

Targeted marketing: Promotion of new sustainable transport schemes, such as LGF

Programme Management

Slough Project Board Meetings (monthly)

Project and programme evaluation; annual reviews

Key

Milestone / Key Deliverable

Project Development and Delivery

Reduced activity during holiday period

2020/21 (Post Access Fund)2017/18 2018/19 2019/20

2017-2020 Access Fund: Project Plan

Appendix 4: Governance Organogram

SENIOR RESPONSIBLE OWNERSavio DeCruz

(Chair of Access Fund Project Board)

PROGRAMME MANAGERMasum Choudhury

(Access Fund Project Board)

PROJECT MANAGERELEMENT 1: Smarter Travel for Slough

Businesses

PROJECT MANAGERELEMENT 2: Supporting Sustainable

Access to Jobs, Education and Training

PROJECT MANAGERELEMENT 3: Smarter Travel for Schools

PROJECT MANAGERELEMENT 4: Targeted Marketing and

Promotion of Sustainable and Healthy Travel

ASSURANCEMANAGER(Access Fund Project Board)

WIDER DELIVERY TEAM (Slough Borough Council, framework consultant staff, and specialist suppliers such as Sustrans and Groundwork)

Appendix 5: Risk Register

Likelihood Impact Rating

Medium Medium Amber

Low Low Green

Low Low Green

Low Low Green

Low Medium Green

Low Medium Amber

Reduction in financial or resource contribution from

delivery partners.

The Access Fund Project Board will ensure that

there is regular communication and engagement

with key partners and other stakeholders. The

Project Board will meet monthly to discuss

progress and to mitigate any delivery and

budgetary issues. The Project Board will seek to

obtain further match funding during the life of

the project

Breakdown of collaborative working.

The Access Fund Project Board through its

regular meetings will ensure that this does not

happen. From the Inception meeting all delivery

partners will be aware of their responsibilities

for delivering the schemes

Failure to deliver scheme within budget and programme.

The proposal has been assessed and challenged

by key officers prior to the submission. The

Access Fund Project Board will monitor and

scrutinise project delivery through its monthly

meetings.

Increase in project costs.

The proposal has been assessed and challenged

by key officers prior to the submission. Impacts

of any cost increase will be raised to the Access

Fund Project Board.

Action

owner

Action plan

due date

Risk

owner

Retention of political support.

We will continue to ensure regular engagement

with Members. Our Commissioner for for

Transport and Highways will be the key interface

with Members, and will be provided with a

monthly progress update.

Action

completeRisk description

AssessmentRisk response

Businesses and schools slow to engage because of loss of

continuity with previous LSTF Programme.

Light touch engagement work is continuing with

schools and businesses during 2016/17 which

will act as a springboard for Access Fund

activities to commence in 2017/18.