Newcastle`s Cycle City Ambition

Transcription

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Newcastle Fit for Cycling Cycle City Ambition bid
April 2013
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April 2013
Councillor Joyce McCarty
Deputy Leader of the Council
Labour, Wingrove Ward
166 Wingrove Road
Fenham
Newcastle upon Tyne
NE4 9BX
Cycle City bids (Wave 1 and 2)
Department for Transport
2/16 Great Minster House
33 Horseferry Road
London
SW1P 4DR
Leader’s Office, Civic Centre
Newcastle upon Tyne, NE99 2BN
Phone: 0191 211 5151
Fax: 0191 211 4815
[email protected]
www.newcastle.gov.uk
th
Date: 25 April 2013
Dear Sir/Madam
Reference: Newcastle’s Cycle City Ambition Fund bid
Please find enclosed Newcastle City Council’s Cycle City Ambition Fund bid, entitled ‘Newcastle Fit for Cycling’.
Our bid has been prepared in partnership and we are delighted to include letters of support from a broad range of
stakeholders.
Newcastle is a city that fundamentally wants to change how its people travel. Our commitment to cycling is not just
for today or this week but for the longer term. We will make every effort to use our own funds and source other
funding to continue to invest in cycling.
Within ten years, Newcastle will:



Have made significant progress towards achieving European levels of cycling
Be a safer, more attractive place to move through and live in
Be healthier, more prosperous and sustainable
We are ambitious. Our vision is to achieve a 12% cycle mode share for trips under 5 miles. The first two years will
set the direction for this transformational long-term cycling strategy.
The ‘Newcastle Fit for Cycling’ programme is holistic. We have combined the development of a strategic cycling
network, supporting city centre regeneration, housing growth and access to employment, training and services
across the City Deal area, with a complementary package of measures to encourage and enable more cycling in the
city.
Our programme will increase cycling trips by 73% (1,232,177 additional cycling trips are forecast) and will achieve a
maximum BCR of 8:1, representing excellent value for money for the DfT.
We look forward to working with our partners to make Newcastle a city that is ‘Fit for Cycling’.
Yours sincerely
Wingrove Ward Councillor and
Deputy Leader of Newcastle City Council
This matter is being dealt with by Gary MacDonald 0191 277 8971 [email protected]
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April 2013
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April 2013
Foreword
Applicant information
Newcastle is a city that
fundamentally wants to change
how its people travel.
Local authority name:
Newcastle City Council
At a time when the UK economy
faces low growth and uncertain
prospects, Newcastle has
ambitious plans.
Over the next 10 years, city centre regeneration and
housing development will re-ignite investment, and job
creation will reconnect local residents with their city
through transformational public realm projects.
We are committed to ensuring that this economic
expansion of our city is sustainable.
Our plans are underpinned by the need to make a step
change in transport connectivity, relieve congestion on
city centre roads, improve journey time reliability,
minimise the environmental impact of car use and
improve health and well-being.
Bid Manager name and position:
Gary MacDonald, Transport Policy Manager
Telephone: 0191 277 8971
Email address: [email protected]
Postal address: Civic Centre, Barras Bridge
Newcastle upon Tyne, NE1 8QH
Website address for published bid:
www.newcastle.gov.uk/parking-roads-andtransport/cycling/cycle-city-ambition
Cycling levels in the North East are among the lowest
in the UK with 8% of people currently cycling once a
week (against a national average of 10%), yet the
majority of journeys are under five miles. That is why
we have developed and are investing in the delivery of
our cycling strategy.
SECTION A - Project description
and funding profile
That strategy and this bid build upon strong
foundations. We are already a leader in delivering
better neighbourhoods through our extensive 20 mph
schemes. We are incorporating our new public health
duty into our work. We are also building on our values
as a council. We want Newcastle to:
A2. Headline description:

Be a working city creating good quality jobs,
helping local people develop the skills to do
them and giving them the means to get to them
safely and sustainably

Create decent neighbourhoods by working with
local communities to look after each other
through ‘friendly streets’ projects and other
measures

Tackle the discrimination and inequalities which
prevent people from fulfilling their potential

Become a fit for purpose council which leads
our city by enabling and empowering others to
achieve
Through all of this and the support of our strong cycling
community we will make Newcastle a city that is ‘Fit for
Cycling’.
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A1. Project name: Newcastle Fit for Cycling
This programme will build a strategic cycling
network, supporting city centre regeneration,
housing growth and access to employment,
training and services across the City Deal area.
Within ten years, Newcastle will:

Have made significant progress towards
achieving European levels of cycling

Be a safer, more attractive place to move
through and live in

Be healthier, more prosperous and sustainable
The first two years will set the direction for this
transformational long-term cycling strategy.
Four out of seven of our strategic cycling routes will be
operational, linking Newcastle’s densely populated
inner suburbs to a revitalised urban core.
A complementary package of measures to encourage
and enable more cycling in neighbourhoods will
transform everyday travel for all.
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A3. Geographical area:
Civil Society organisations
The Newcastle-Gateshead City Deal Area comprises
the City of Newcastle and Gateshead Quays.
Newcastle’s bid prioritises changes to the urban core
and to the inner suburbs, within 2 miles of the city
centre.
The programme has support from the following civil
society organisations: Sustrans, the CTC and Living
Streets.
Radial cycle routes will be constructed east through
Byker, west to Elswick and north to Gosforth.
The Northern Route will be extended along the Great
North Road to Newcastle Great Park which is the main
housing growth area for Newcastle.
Maps illustrating the City Deal Accelerated
Development Areas, locations of proposed schemes,
existing transport infrastructure and other points of
interest to this bid, are provided in Appendix 1.
OS Grid Reference: 425800 562800
A4. Type of bid
(please tick relevant box):
Large project bids
(requiring DfT funding of between £5m and £20m)
Scheme Bid
A5. Equality analysis
Has any Equality Analysis been undertaken in line with
the Equality Duty?
Yes
In line with Newcastle City Council policy and Equality
Duty, an Integrated Impact Assessment has been
undertaken to ensure that decisions and activities in
relation to our proposed programme of work do not
disadvantage different groups within our community.
Transport Operators
The programme is supported by Nexus and East Coast
Mainline.
Partnership bodies will have a role(s) on the
management and co-ordination groups listed below:
1. Programme management group (meets quarterly)
Responsibilities: project ownership and accountability,
strategy, vision, oversight and approval of project
implementation (ensuring alignment with wider
sustainable transport and public health programmes),
milestones, budget, PR, outputs and outcomes,
monitoring and evaluation, risks and issues.
2. Technical co-ordination group (meets monthly)
Responsibilities: infrastructure design iteration, best
practice and benchmarking, cycle schemes evidence
base, input on wider transport strategy issues, street
audits and consultations (ensuring needs of local
cyclists and pedestrians are met and decisions are
communicated), infrastructure user group consideration
assessments.
3. Stakeholder group (meets quarterly)
Responsibilities: supporting delivery and penetration
of programme, ensuring coherence and organisational
co-operation in relation to programme delivery,
promoting community awareness, providing data and
feedback on delivery effectiveness and potential
programme enhancements.
The full Integrated Impact Assessment is available on
request.
A7. Local Enterprise Partnership /
Local Transport Body Involvement
A6. Partnership bodies
Have you appended a letter from the LEP / LTB to
support this case?
Appendix 2 includes a full list of the partnership bodies
that we will work with to design and deliver the
programme.
Stakeholder groups
Yes
We have appended a letter from the North East Local
Enterprise Partnership.
The programme has support from the following
stakeholder groups: North East Local Enterprise
Partnership, the Integrated Transport Authority,
local business groups, local strategic community
organisations and the cycling campaign and forum.
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SECTION B – The business case
How our bid meets City Cycle Ambition fund requirements
The table below sign-posts to supporting evidence within the bid (hyperlinks are included):
Our City Cycle Ambition fund bid…
Supporting evidence within the bid
Supports a range of different types of cycling
measures that form part of a long-term strategy
Our 10 year cycling ambition is outlined on page 9 and on
page 18.
Our 2 year Cycle City Ambition work programme is detailed
in full from page 11 onwards, including a summary of transport
problems and our solutions on page 20.
Supports the local economy and facilitates economic
development
We have considered how each scheme within our 2 year work
programme will support the economy from page 30 onwards.
Our programme is estimated to create 61 new jobs, as outlined
on page 9.
Includes commitment to a 10-year plan
Our cycling ambition is shared. Over an 18 month consultative
process involving Newcastle City Councillors, Newcastle Cycle
Forum and private sector bodies, we have achieved unanimous
cross-party political and community support. A statement of
commitment from the opposition party is included on page 10.
Is ambitious and has cross-party support and
commitment to a long-term vision for transformational
change
Councillor Joyce McCarty, Deputy leader of Newcastle City
Council champions our bid on page 5 and on page 10.
Will offer overall value for money
As detailed in Appendix 9: Economic Appraisal Report
(on page 104) our 2 year programme will achieve a maximum
BCR of 8:1.
Monetised benefits included in the assessment of value for
money are: impacts on health, decongestion, carbon emissions
and amenity value.
Includes engagement with the Acting Director of
Public, Health and Health and Well-being Boards
Explains how Health and Well-being Boards and
local authorities' own public health teams will be
involved in the co-design and delivery of the cycling
ambition
Will reduce carbon emissions, traffic noise and
improve air quality through enabling big shifts in the
amount of cycling
Will improve the health of the local population and
reduce health inequalities, in particular by targeting
the most physically inactive groups
Will have a positive impact on pedestrians and hard
to reach groups
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Our bid is supported by Dr Dawn Scott, Acting Director of Public
Health on page 12 (also see letter of support on page 68).
Dr Scott will join the programme management group, ensuring
co-ordination of activities with the Health and Well-being strategy
(see governance structure detailed on page 127). We have
confirmed £776K in public health match-funding.
Our bid is supported by Councillor Veronica Dunn, Cabinet
Member for Adult and Culture Services and member of the
Newcastle Health and Well-being Board (see letter of support
on page 70).
Our programme will increase cycling trips by 73%.
1,232,177 additional cycling trips are forecast to result from
our two year work programme. We have modelled the impacts
and benefits of our programme in our Economic Appraisal Report
(see Appendix 9: Economic Appraisal Report on page 104)
We will work in the city’s most deprived wards, where there
are high levels of deprivation, physical inactivity and ill health.
Our programme of community engagement will focus on
removing barriers to cycling amongst inactive and hard to reach
groups (as described on page 29. Also see details of how the
scheme was selected on page 34).
April 2013
Our City Cycle Ambition fund bid…
Supporting evidence within the bid
This priority is particularly highlighted in our letters of support
from Dr Dawn Scott, Acting Director of Public Health (on page
68) and Councillor Veronica Dunn, Cabinet Member for Adult and
Culture Services and member of the Newcastle Health and Wellbeing Board (on page 70).
Is part of a holistic package to increasing walking and
cycling
We have modelled the impact that our Cycle Friendly Areas
scheme will have on pedestrians and cyclists (see page 26).
Will achieve well-being impacts through improved
public realm
Our programme will increase physical activity through walking
and cycling. It is widely acknowledged that increased physical
activity promotes mental well-being.
Has a strong level of local commitment, both in terms
of the priority afforded to it for growth, and the
commitment to ensure delivery as soon as possible
Support for our programme is widespread, as demonstrated by
Councillor Joyce McCarty’s foreword on page 5,
which recognises the programme’s contribution to growth,
and a wide range of letters of support from page 66 onwards.
We demonstrate our commitment to creating a step-change in
cycling on page 10 and deliverability on page 38.
Has a sound implementation strategy for
infrastructure delivery during 2013/14 and 2014/15
Includes ambitious and realistic output milestones, to
measure progress towards delivery of the package
components to time and budget over the period to be
covered by the funding
Includes planned measures for managing risks
Has a procurement strategy
Details how implementation will be managed across
Newcastle and Gateshead City Deal area and clearly
identifies the roles, responsibilities and the level of
involvement of partnership bodies in the delivery
process
Has senior level support from our partner
organisations.
Our implementation strategy is outlined from page 38.
A full project plan details output milestones in Appendix 11
(on page 126).
We have set out high level delivery milestones for the next 2
years on page 38. We have considered key risks and have set
out a strategy for how we will manage them on page 39 and in
Appendix 13: Risk management strategy and QRA – part A
(on page 131). We have considered commercial viability and
procurement on page 37.
We have considered the range of partners that would be involved
in achieving our Cycle City Ambition on page 6 and on page 50.
We have detailed the roles that each partner would play and
have mapped out a programme governance structure that will
appropriately and efficiently channel partner expertise and enable
all to play their vital role (on page 127).
A series of letters of support confirm partner commitment from
page 66 onwards, including a letter from key partners
Gateshead Council (John McElroy, Cabinet Member for
Transport).
Demonstrates a wide spectrum of community
participation in decision-making and delivery,
drawing on the ideas and expertise of the community
and voluntary sector beyond cycling
We have developed our vision for cycling over an 18 month
consultative process involving a range of stakeholders from the
community, voluntary and private sectors (as shown on page
19). Going forward, technical and stakeholder groups will consult
on programme delivery (as shown on page 6 and on page 127).
Will make use of the Annual Population Survey
(APS) to explore what, if any, impact better cycling
and walking provision might make on the four
measures of well-being included in the survey
APS baseline data on page 16 shows that in all cases, the Tyne
and Wear score is slightly lower than the England average.
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It will be possible to compare the levels of subjective well-being
in Tyne and Wear before and after the programme. This
approach is documented in our Monitoring and Evaluation Plan
on page 161.
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B1. The scheme – summary
Carbon
reduction
Specific objective
Economic
growth
Our programme has the following objectives:
Supporting the economic expansion of the city
To increase cycling by delivering a
step change in the quality,
attractiveness and perception of cycling
opportunities within Newcastle.

To make cycling more competitive with
car use (particularly for shorter
journeys)

To heighten public awareness and
acceptability of cycling

To enhance the public realm / street
scene and create more attractive, safe
and welcoming local environments

To ease congestion / bottlenecks and
smooth traffic flows into and out of the
city


urban employment centres

development sites that have the
potential to create housing

development sites that have the
potential to create jobs

the Enterprise Zone, located along
the North Bank of the Tyne


Newcastle has an ambition to be a healthier, more
prosperous and sustainable city that is
‘Fit for Cycling’, with safer, more attractive places
to move through and live in.
In 10 years we would anticipate approximately 12%
cycle mode share for trips under 5 miles
(see: Levels of cycling investment on page 10).
Our cycle strategy sets out how we will achieve an
increased cycle mode share for all short trips.
Investment in cycling generates jobs, both in the
construction of infrastructure and through the delivery
of soft measure interventions. We estimate that 11 jobs
are created for every £1 million of investment in
sustainable transport infrastructure.
Our Cycle City Ambition programme is estimated to
create 61 jobs; 54 jobs through infrastructure
investment and a further 7 jobs at the Active Travel
Centre and through Community Outreach work.
Our strategic cycle network will pass through and link
communities to opportunities in the following
regenerated urban employment centres:
Our 10 year ambition
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Over the next 10 years, our strategy will address major
cycle safety and severance issues to transform
everyday travel for all, complementing the economic
expansion of the city.
City centre regeneration
To enhance access to employment,
training and services for all sectors of
the community, with a specific focus on
improving access to:

Delivery of the strategy will be underpinned by:
 Transformational city centre regeneration under
NewcastleGateshead Urban Core Area Action
Plan
 Development of a city-wide strategic cycle
network of seven new cycle routes
 A complementary programme of targeted
behaviour change measures to encourage and
enable more cycling


Newcastle city centre/shopping centre/urban
core (which is being extended)
Gateshead town centre/urban core
(which is undergoing continued revitalisation)
Housing growth
We will improve access to the following new housing
growth sites:





Newcastle Great Park
Scotswood
Walker
Newburn
Gateshead town centre/urban core
(incorporating development of Northumbia
University student housing which is currently
under construction).
Access to training
We will improve access to training opportunities.
The strategic cycle network will provide safe cycling
access and facilities for Newcastle University (20,000
students), Northumbria University (30,000 students),
Newcastle College (30,000 students) Gateshead
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College (14,000 students) and the proposed University
Technical College (900 students).
Access to employment
We will improve access to the following development
sites with the potential to create jobs:





Newcastle Science Central (major office
development at this site will offer opportunities
for businesses to co-locate with Newcastle
University)
Stephenson Quarter and Newcastle Central rail
station (this area is primed to become a major
new office district in the next decade)
East Pilgrim Street (an under-utilised area
adjacent to the city centre’s main business and
retail district, set to become a substantial
mixed-use development)
Gateshead Quays and Baltic Business Quarter
(which will host a significant new mixed-use
development, including an international
conference and exhibition centre)
The Enterprise Zone, located along the North
Bank of the Tyne.
Levels of cycling investment
Newcastle City Council’s existing capital plan enables
us to commit to expenditure of £10 per population head
beyond Cycle City Ambition Investment, into 2016.
In 2016 (year 3) we plan to progress phase 1 of two
additional schemes:
1. The Longbenton strategic route (linking the city
centre to the north east)
2. West Denton strategic route (linking the city
centre to the south west)
These routes are budgeted in Appendix 6: Full
breakdown of package costs.
Budgets are not yet confirmed for future years, but we
can confirm that Newcastle is committed in principle
towards maintaining investment at this level and
creating a city that is ‘Fit for Cycling’.
Our commitment to creating a step change in cycling
Our cycling ambition is shared. Over an 18 month
consultative process involving Newcastle City
Councillors, Newcastle Cycling Forum and private
sector bodies, we have achieved unanimous
cross-party political and community support.
“We have always been
strong supporters of
cycling in Newcastle,
for its obvious benefits
to reduce carbon
emissions, ease traffic
congestion, improve the
local environment and
promote public health.
The Liberal Democrat administration
drafted the city’s cycling strategy in 2011
and, following the change in political
control, we were pleased that the incoming
Labour administration adopted it and is
moving it forward.
“Our commitment to cycling in Newcastle is
not just for today or this week but for the
longer term. Like all councils we cannot be
certain about our future funding but we will
make every effort to use our own funds and
source other funding to continue to invest in
cycling. This as an investment in the future of
Newcastle and the lives of our residents
which will help us meet priorities for our city.”
Assuming that the £10 per head spend is maintained,
and that any future investment made will provide the
same uplift in cycling as modeled for the Cycle City
Ambition period (over the longer term), by year ten we
would anticipate approximately 12% cycle mode
share for trips under 5 miles.
The strategy received unanimous crossparty support when it was adopted last
year.”
Councillor Gareth Kane
Opposition Spokesman on Environment
and Sustainability
10
April 2013
Newcastle City Council investment that will benefit
cycling over the next 3 years
Areas of spend
Time
Budgeted Funding
period spend (£) source
Committed Newcastle City Council funding
2013 – £1.8m
Capital
 Development of
(£600k
programme
strategic cycle
2016
per year) allocation
routes
(Cap7)
2013 – £30.9m
City Centre
 Revitalisation of the
Public Realm
city centre
2016
(Cap10)
2013 – £1.5m
District Centre
 Improvements to
Improvement
suburban retail
2016
programmes
centres
(Cap33)
2013 –
2016
2013 –
2016
£900k
Local Transport
(£300k
Plan
per year)
£20k
Local Transport
Plan –
sustainable
travel
Public health
funding
(cycling)
 Infrastructure/
schools Links
 Cycle parking on
highway
 Repairs in existing
cycle routes and
signage
 Cycling promotion,
cycle maps, events
and training
 Adult cycle training,
free Sheffield stands
and cycling events
 Ongoing
commitment to
increasing levels of
physical activity
particularly in the
most health
deprived wards
2013 – £40k
LTP
 Sky ride and year
(and other
long promotional
2014
NCC budgets)
programme for
cycling
Complementary committed government funding
2013 – £1.3m
Cycle Safety
 Gosforth route
Improvements
development
2015
Fund
2013 – £186k
Local
 A Bike It officer,
Sustainable
a FEAT 1st Officer
2015
Transport Fund
(Families Enjoying
Active Travel), cycle
shelters at schools
and Balance Bikes
 Cycle promotion
through Go Smarter
2013 – £97k
Department for  Bikeability training
Transport
2015
TOTAL £37.419m
2013 –
2015
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£676k
Gateshead Council investment that will benefit cycling
over the next 3 years
The following complementary investment is planned by
Gateshead Council:
Areas of spend
Time
Budgeted Funding
period spend (£) source
Committed Gateshead Council funding
2012/13 £120k
Spen Hill
 Tyne Bridge
Developments
Toucans
(Tesco)
2013/14 £40k
 High Street Toucans
2013/14 £90k
2013/14 £25k
2013/14 £805k
2012/13 £50k
2013/14 £150k
TOTAL £1.280m
 High Street Shared
Use Route
 High Street Signage
 West Street
Environmental
Improvements
 Cannon Street
Hybrid Lane
 Cycle parking
Our 2 year Cycle City Ambition work programme
We recognise the need for an ambitious but achievable
programme which will encourage and enable as many
new cyclists as possible. When more people cycle
(or walk), public health improves, obesity reduces and
roads become safer. Our proposed programme will:
1. Increase cycling trips by 73%.
1,232,177 additional cycling trips are forecast to
result from our two year work programme.
2. Deliver value for money
We will achieve a maximum BCR of 8:1 1.
3. Grow the city’s economy
We will manage congestion in tandem with the
economic expansion of the city, making journey times
more reliable and predictable, and improving the
accessibility of key employment areas.
We will promote social inclusion, and access for the
whole community to employment, training and services.
4. Improve the local environment
Cycling will be a core issue when planning and
improving our streets, roads, buildings and
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Based upon a 30 year appraisal period (see Appendix 9: Economic
Appraisal Report).
April 2013
communities. We will increase the number of cycle
journeys made, improve air quality, reduce carbon
emissions and reduce noise.
Our programme will work across organisational
boundaries to promote personal and public health and
reduce the costs to the NHS of physical inactivity.
5. Achieve health benefits for the city’s resident
We have collaborated with Gateshead Council; cycle
and walking NGOs, Universities and business leaders.
The involvement of Newcastle Disability Forum on our
technical co-ordination group will help to ensure a
strong focus on accessibility and the needs of disabled
people. Within two years, we will deliver the following:
We will encourage new cyclists and help returners to
‘re-learn how to cycle’. We will deliver increased levels
of physical activity with significant health benefits. We
will also improve safety by addressing concerns in
particular locations. Our programme of work will help
target under-represented groups, particularly those
from deprived areas and from areas of high
unemployment, and will encourage more women and
people from BME and disability communities to cycle.
6. Be delivered by a strategic city-wide partnership
We recognise that the transfer of public health to within
the Local Authority provides a significant opportunity to
improve integration of transport and health. Our bid
is supported financially and in-kind by Newcastle City
Council’s public health team:
“Newcastle City Council
is strongly committed to
increasing every day
physical activity and
has plans to invest
human and financial
resources through the
public health grant to
increase cycling and
walking in the city.
Our commitment spans the promotion of
physical activity at an individual level through
to changing the very fabric of the city.
We believe that individuals are most likely to
make changes in an environment that
positively promotes and supports people to
be physically active. The public health team
will work across the council, and across the
life course, to encourage cycling by providing
revenue to promote and provide information,
training, and support to families and
communities and to increase cycling
opportunities.
We have a significant obesity problem in
Newcastle and believe that normalising
everyday physical activity is one way we can
help address it. In the spirit of ‘proportionate
universalism’ we therefore plan to provide a
city-wide offer, but to focus our efforts in
those communities most in need.”
City Centre improvements
Newcastle may be England’s smallest core city, but its
ambition and ingenuity has always been a pioneering
force in England’s history. John Dobson Street, built in
1970, was the first new road in Newcastle for over 100
years. What better place to start than the urban core
of our iconic city, to re-design and set new
standards for mobility in Newcastle.
“We want Newcastle
to be a working city,
attracting and
creating quality jobs
and equipping our
people with the skills
they need to get
them.
The Cycle City Ambition Fund will help us
give people the means to travel to these jobs
safely, healthily and cheaply. The bid will
also help us transform our city centre into a
more attractive place to do business –
a sustainable city for sustainable jobs with a
sustainable future.”
Councillor Ged Bell
Cabinet Member for Investment and
Development
Four strategic routes
In line with recommendations from the ‘Get Britain
Cycling’ report, we will deliver cycle-friendly
improvements across our existing roads, including
segregated routes, and road reallocation.
We know that improved cycling infrastructure that
provides a high degree of separation from motor traffic
Dr Dawn Scott
Acting Director of Public Health
12
April 2013
is likely to be important for increasing cycling amongst
under-represented groups such as women 2.
We will progress four of the seven key cycle routes
in our strategic network and engage communities
surrounding these routes, within a 2 mile radius of
the city.
In doing so, we will change the culture of how we use
our roads, so that people are no longer afraid to cycle
or allow their children to do so.
To maximise immediate impact we have prioritised:
1. The Great North Cycleway (linking the city from
north to south, into Gateshead)
2. The Great Park strategic route (linking the city
centre to the west)
3. The Walker strategic route (linking the city
centre to the east)
4. The Newburn strategic route (linking the city
centre to the west).
Cycle friendly areas
Our streets, roads and local communities, need to
become places for people, where cycling and
walking are safe and normal. Inspired by street
reclamation projects in New York, we will engage with
communities and businesses within two miles of
Newcastle city centre to create ‘cycle friendly’ and
shared space retail areas.
“We are committed to a
co-operative approach
which marks a
significant departure
from top-down
municipal governance.
In each ‘Cycle friendly area’ we will give local people
(including residents and traders) greater control over
their immediate environment and support them to work
together to create decent neighbourhoods. By working
with communities, we will create well-designed streets
and vibrant retail areas where people feel comfortable
to stop and chat, walk or cycle, shop, play or simply
meet together.
Supporting end-to-end journeys
We know that many journeys involve use of more than
one form of travel and that integration between different
modes is therefore crucial (particularly for longer
journeys). Our programme will explore options and
feasibility for the carriage of bikes on the Metro system,
following the complete refurbishment of Metro cars in
2016. This will complement improved cycling provision
at and around Metro stations.
“The ethos of this fund
is about building a
legacy for a step
change in cycling within
10 years, so we want to
explore the options and
feasibility regarding the
carriage of bicycles on
our Metro within this
time.
We will work with Local Authority colleagues
to draw up complementary improvements to
encourage more sustainable journeys.
We want to work with the City Council and
partners to establish strategic cycle routes,
and to include public transport interchanges
as part of a holistic vision.”
Bernard Garner
Director General, Nexus
Over the next years, we will see much
greater devolution of decision making and
resources to a local level, giving
communities the opportunity to define
services and manage local assets.
The cycle friendly streets and shared use
retail areas will be part of this process,
liberating the potential of communities to do
more to improve their local areas.”
Councillor Nigel Todd
Deputy Cabinet Member for Neighbourhoods
2
Jarrard, J., Rose, G., Kai Lo, S. 2008 Promoting transportation
cycling for women: The role of bicycle infrastructure, Preventive
Medicine: 46(1): 55-59.
13
April 2013
Changing travel behaviour
“The benefits of cycling - living longer, moving quicker,
spending less and being happier - are true for
everyone 3.”
We will make the universal appeal of cycling clear,
by reaching out to communities surrounding our
strategic routes.
To overcome individual barriers to cycling, we will
establish a city centre Active Travel Centre, which will
act as a focal point for cycling growth. It will provide
essential support services such as cycle loan, repair
and maintenance. It will be a base for city-wide
promotion and behaviour change work.
“We at The Cycle Hub
social enterprise
support an appropriate
facility in the city centre
offering services where
there is a clear
need/demand.
We see how working in partnership with
both social and private sector organisations,
such a facility can fill gaps in services and
build on existing service provision in the city.
Like other organisations we look forward to
working in partnership with the city centre
facility to maximise the number of people
enjoying cycling, getting the health benefits
and using it as a regular mode of transport.”
Paul Snedcker
The Cycle Hub
City-wide promotion and behaviour change work will
include health promotion and practical support such as
cycle training, bike maintenance, led walks and rides,
family events and activities. It will also include the
recruitment and development of local Champions who
will act as advocates for change in travel behaviour.
3
Get Britain Cycling, All Party Parliamentary Cycle Group, April 2013
14
April 2013
Figure 1: City-wide strategic cycle network (to be delivered within 10 years)
Figure 2: Routes prioritised for delivery within 2 years (as part of the Cycle City Ambition work programme)
15
April 2013

The following Business Case expands upon our
proposed work programme and is structured around the
Department for Transport Transport Analysis Guidance
(WebTAG). We have considered the:






Strategic case
Financial case
Economic case
Commercial case
Management case

B2. The strategic case

Local context
Newcastle has a population of 280,200 4 and provides
employment to almost 200,000 people (over half are
commuters from the wider LEP area). The city is at the
urban core of the Tyneside conurbation, which is the
sixth most populous conurbation in the UK. It is a
member of the English Core Cities Group, and with
Gateshead, the Eurocities network.
The City Deal area also takes in Gateshead Quayside,
which has a population of 4,778. The total City Deal
area therefore has a population of 284,978.
Approximately 12% of the Newcastle population is aged
between 20 and 24, reflecting the large student
population at the city’s universities (Newcastle and
Northumbria). Newcastle City Centre is home to one of
the country’s largest financial and business service
centres. The City has a responsive education sector
including major colleges and private sector training
providers, and the UK’s best hub of green technology
services on the north bank of the Tyne.
High car dependence is related to low physical activity,
and low physical activity is related to major economic
losses through premature deaths. Just replacing one
short car trip a day by cycling or walking could avoid
many deaths and gain huge economic benefits. Cycling
and walking also allows children to leave their lowactivity homes to play or visit friends.
Well-being
The Annual Population Survey (APS) is the largest
constituent survey of the Integrated Household Survey.
The dataset covers all UK adults over 16. Between
April 2011 and March 2012, the following four
subjective well-being questions were asked:




Economic and social challenges
Newcastle has a strong local identity and rich cultural
heritage, but faces a number of economic and social
challenges, including:
 A heavy reliance on public sector employment
(31% of employees are in public sector
employment 5).
 The legacy of inter-generational unemployment
(14% of residents receive out-of-work benefits).
 A disproportionate number of young people not
in education, employment or training.
Deprivation is higher than average.
Approximately 14,300 children live in poverty.
Life expectancy for both men and women is
lower than average. Life expectancy is 13.7
years lower for men and 10.8 years lower for
women in the most deprived areas of
Newcastle, than in the least deprived areas.
Newcastle wards including Byker, Walker,
Scotswood and Benwell are ranked in the
bottom 10% of areas in England in relation to
population health and deprivation.
Newcastle experiences some of the worst
childhood obesity prevalence rates in the
country. In 2011/12 over 14% of children
entering school and over 25% of our year 6
7
children were found to be ‘Very Overweight’ .
Overall, how satisfied are you with your life
nowadays?
Overall, to what extent do you feel the things
you do in your life are worthwhile?
Overall, how happy did you feel yesterday?
Overall, how anxious did you feel yesterday?
All were answered on a scale of 0 to 10 where 0 is ‘not
at all' and 10 is 'completely'. In all cases, the Tyne and
Wear' score was slightly lower than the England
average.
The schemes proposed in Newcastle’s Cycling City
Ambition bid are predicted to increase levels of cycling
among the local population. It is widely acknowledged
that increased physical activity promotes mental
8
well-being .
Health challenges
The health of people in Newcastle is generally worse
than the England average 6:
4
Census, 2011 (http://www.ons.gov.uk/ons/rel/census/2011census/population-and-household-estimates-for-england-andwales/rft-p07.xls)
5
Sub regional public and private sector employee job estimates,
2008
6
Health profile 2012, Newcastle upon Tyne
16
7
National Child Measurement Programme, 2012
See, for example, DH (2011), Start Active, Stay Active;
https://www.gov.uk/government/uploads/system/uploads/attachment_
data/file/152108/dh_128210.pdf.pdf
8
April 2013
Estimates of subjective well-being from the first annual
experimental Annual Population Survey
Scale
points 0-6
Households without access to a car
Scale
points
7-10
Average
(mean)
rating
Standard
deviation
Sample
size
Life satisfaction
England
24.3%
75.7%
7.40
1.9
120,393
Tyne and
Wear
25.2%
74.8%
7.36
1.96
4,362
England
20.1%
79.9%
7.66
1.8
119,846
Tyne and
Wear
21.6%
78.4%
7.59
1.84
4,352
Worthwhile
Happy yesterday
England
29.0%
71.0%
7.28
2.23
120,367
Tyne and
Wear
30.9%
69.1%
7.18
2.32
4,357
Anxious yesterday
England
59.9%
40.1%
3.15
2.88
120,164
Tyne and
Wear
58.2%
41.8%
3.24
2.95
4,356
Source: Subjective well-being dataset, April 2011 to March 2012
Environmental and road transport challenges
Newcastle has a carbon reduction target of 34% by
2020 9. Road transport makes up 33% of the city’s
carbon footprint and congestion and air quality are
rapidly becoming important issues, as levels of car
ownership rise faster in the Tyne and Wear region than
anywhere else in the country. Our projections show a
rise in vehicle numbers as more householders gain
access to a car.
Vehicle emissions
Area
Tyne and
Wear
Newcastle
and
Gateshead
VKM,
b.km
CO2,
kTonnes
NOx,
tonnes
pNO2,
tonnes
PM10,
tonnes
PM2.5,
tonnes
5.40
1090
4725
519
266
196
2.71
557
2460
273
137
101
Households
with no car
available
2001
2006
2011
2016
2021
45%
42%
38%
36%
35%
Source: Tempro v6.2 using dataset v5.4
Newcastle and Gateshead include the following
designated air quality management areas
(see Appendix 1: Maps of target area):
 Newcastle city centre, Quayside,Cradlewell
 Gosforth
 Gateshead town centre/Dryden Road
The role of sustainable transport in meeting challenges
Newcastle City Council is committed to delivering
sustainable growth to revitalise the local economy and
create a better quality of life for residents.
To that end, Newcastle and Gateshead Council have
partnered under a City Deal with government, to create
the NewcastleGateshead Accelerated Development
Zone (ADZ) to unlock potential city centre growth under
the NewcastleGateshead Urban Core Area Action Plan.
Strengthening transport, connectivity and
infrastructure is a key priority for the partnership.
Tyne and Wear’s third LTP (LTP3) sets out how, in
partnership with other agencies, transport policy can
contribute to the delivery of sustainable growth,
creating jobs and prosperity, whilst at the same time
decarbonising transport, reducing its environmental
impacts and encouraging new low carbon industries.
The LTP identifies supporting regeneration and tackling
carbon emissions as key themes for its strategy over
the next 10 years, with an emphasis on improving
public transport, walking and cycling.
Widespread consultation with public, private and
voluntary sector stakeholders has revealed strong and
consistent support for this approach.
Source: Newcastle/Gateshead Low-Emission Zone Feasibility Study:
Vehicle Emissions and Air Quality Modelling April 2013
Current cycling levels 10
Total number of cars in Newcastle
Cycling levels in the North East are amongst the lowest
in the UK with 8% of people currently cycling once a
week (against a national average of 10%).
Total number
of cars
2001
2006
2011
2016
2021
82,033
91,596
101,127
109,083
116,614
Source: Tempro v6.2 using dataset v5.4
3% of people in the North East cycle three or more
times a week (this is the joint lowest in the country, with
West Midlands).The national average is 5%.
2001 census travel-to-work statistics show that of the
2839 people aged 16-74 living in Newcastle and in
employment, 71.7% usually travelled to work by car.
There is clear potential for modal shift to cycling.
10
9
Newcastle City Deal, July 2012
17
www.gov.uk/government/organisations/department-fortransport/series/walking-and-cycling-statistics
April 2013
Cycling and wider policy, plans and strategies
What will Newcastle’s vision look like?
We know that successful cycling strategies are those
which are part of wider policy, plans and strategies.
The following documents underline our commitment to
cycling as crucial to the future development of the city:
 Newcastle City Centre Area Action Plan
 Newcastle Movement Plan
 Delivering a Sustainable Transport System
 Network Management Plan
 Green Spaces Strategy
 Severe Weather Action Plan
 Sustainable Communities Strategy
 Obesity Strategy
Within the next 20 years the High Level Bridge across
the Tyne is expected to shut to motor traffic. It is
expected that wider changes to the road network will
allow us to reclassify some roads within the City Centre
and the inner suburbs.
In partnership with others Newcastle’s Public Health
team are working through the Health and Well-being
Board on a Well-being Strategy for the city (currently at
the consultation stage).This highlights good active
travel routes and accessible transport as essential for
decent neighbourhoods and for connectivity between
different parts of the region.
Overcoming transport challenges – our 10 year vision
Over the last ten years car traffic within Newcastle’s
Urban Core has been cut by 49%. Planned projects
such as the Central Gateway and the Inner Core
Distributor Road project are expected to further reduce
through traffic movements within the urban core.
Newcastle is committed to the introduction of a Low
Emission Zone by 2025.
Cycling as part of the transport network
LTP3 comprises a ten-year strategy (2011 – 2021)
covering all forms of transport in Tyne and Wear,
underpinned by a series of delivery plans setting out
how the strategy will be put into effect at a local level.
LTP3 plans give specific priority to walking and cycling
and priorities include:
 Building on the successes of recent years, by
continuing to develop a network of high-quality
cycle routes connecting key destinations across
the region, with safe, well located cycle parking
provided on arrival.
 Working with planners and developers and
ensuring through the planning system that new
development provides cycle parking and
convenient access by bike.
 Improving signage and neighbourhood streets
to encourage priority for cycling and walking.
 Improving all forms of information provision,
including information about cycling and walking
routes.
 Integration of cycling with other modes of
transport.
18
As part of Newcastle's 10 year vision for cycling and
pedestrian movement the City will work to ensure that
the distinction between roads for through traffic and
streets which sit at the heart of neighbourhoods is
improved and enhanced.
Newcastle residents who chose to travel by bike will
benefit from a quality strategic cycle network with
appropriate separation where it meets roads carrying
through traffic.
As we increase the numbers of cyclists and pedestrians
coming from the east of the city, particularly from the
planned student residences, the bridges over the
central motorway will come under increasing pressure.
Plans for redevelopment of the East Pilgrim Street area
include the replacement of the bridge at Manors to
provide the main pedestrian cycle access into that area
of the city. Further north the old bridge from Camden
Street to Northumberland Road is of substandard width
and poor design. We intend to replace this and provide
more comfortable and pleasant access into the
university campus and the improved John Dobson
Street Barras Bridge area.
Overcoming transport challenges –
our 2 year Cycle City Ambition vision
In identifying schemes for our proposed 2 year Cycle
City Ambition programme, specific attention has been
given to supporting city centre regeneration,
housing growth and access to training and
employment.
It is imperative that a sustainable transport network is in
place to complement and support continued growth.
If additional transport network capacity is not created,
there will be increased congestion on key corridors,
with implications for economic prosperity and carbon
reduction.
The table overleaf provides a scheme-by-scheme
summary of existing transport problems, the areas and
people affected, schemes proposed and the predicted
impact of preferred schemes.
A detailed Appraisal Summary Table is included in
Appendix 3. This provides a tabular summary of the
main economic, environmental and social impacts of
the transport scheme solutions we have identified.
April 2013
Development of scheme proposals
Identifying options and solutions
Schemes have been selected and incorporated into
Newcastle City Council’s Cycle Strategy over an 18
month consultative process involving Newcastle City
Councillors and Newcastle Cycle Forum.
The Cycling Forum (set up by Newcastle City Council)
brings together cyclists, cycling groups, organisations
and businesses to discuss improvements for cycling
across the city.
Full Forum meetings are held four times a year
(meetings are open to the public to allow individuals to
attend and contribute). The Forum also holds Working
Groups to discuss particular cycle schemes and topics.
A series of working groups were convened to
discuss and assess proposals for strategic routes.
Detailed records of working group discussions are
available on the Newcastle City Council website
(www.newcastle.gov.uk/parking-roads-andtransport/cycling/strategic-cycle-routes). Each working
group used an assessment process to prioritise fast,
safe and comfortable routes which will:
19

Link to the city centre and key destinations

Enable uninterrupted, unobstructed movement
at an average speed of 12 mph

Be easy to follow with adequate signs or oncarriage branding

Be well surfaced and well maintained

Enhance the environment, with a distinctive
character which improves its surroundings

Identify and address cyclist casualty locations

Manage conflict with motor traffic and
pedestrians

Raise awareness with motor traffic and
pedestrians

Clarify the positioning of cyclists and other
highway users

Be consistent in design approach

Be enforced by design as well as by statutes
April 2013
Summary table of existing transport problems and proposed Cycle City Ambition fund schemes
Analysis of existing transport problems
Barriers to Newcastle Central rail station access
on foot or by bike
To access and leave the station, cyclists are currently
forced onto the city centre gyratory.
Pedestrians and disabled groups have also
highlighted difficulties in crossing from Grainger
Street into the Central rail station.
High levels of traffic congestion
Newcastle city centre is an air quality management
area.
Areas
affected
People affected
Scheme proposed
City centre/
Central rail
station
All station users
that live in or visit
Newcastle.
Scheme A: Central Gateway
Commuters
Particularly cyclists
or pedestrians
accessing
Stephenson
Quarter, a key
development site
and employment
area located
behind Central rail
station.
Transformational re-design of road space
We will create a traffic-free ‘pedestrian plaza’
on the north side of Neville Street at
Newcastle’s Central rail station.
Estimated increase in cycle
journeys
Estimated economic value
of intervention
Image: Sustrans
Scheme B: Great North Cycle
Way
We estimate a 43% increase
in the number of cycling trips
as a result of these schemes
(594,677 additional trips).
Steps have been taken to address this. Traffic
volumes within the city centre have reduced by 49%
over the last 10 years. However, there is more to do.
20
Predicted impacts of
proposed scheme
Valued using the Department
for Transport guidance on
assessing the economic
impact of walking and cycling
schemes, the estimated total
benefit over ten years is
£12,815,790. Compared to
the investment of £2,919,130,
this gives a BCR of 4.4:1.
April 2013
Severance from north to south, across the city
centre
This is a longstanding issue for cyclists. However, it is
considered that now is the time to address the issue,
as two gateway projects are being developed at
either end of the city centre (Central and Northern
Gateway).
Areas
affected
John Dobson
Street, Pilgrim
Street and
Market Street,
Pilgrim Street
to Tyne
Bridge, Tyne
Bridge to
Gateshead
student halls
People affected
Scheme proposed
See analysis of
each area overleaf.
Scheme B: Great North Cycle Way
proposed scheme
Image: Mark Treasure
Non-continuous cycling provision
John Dobson
Street
Existing cycle provision is on an intimidating town
centre dual carriageway and provision within bus
lanes and is not continuous.
Within this area, there is currently no cycling
provision, conflict between cycle traffic and bus
traffic, and poor quality public space for walking.
Pilgrim Street
and Market
Street
All existing and
potential cyclists
accessing the
city centre
John Dobson Street
A new two-way cycle track will replace one of
the existing lanes on John Dobson Street.
The St. Mary’s to John Dobson Street
Junction will be upgraded with design support
from the Dutch Cycling Embassy.
Pilgrim Street and Market Street
A public space scheme will reconfigure the
carriageway on these two streets.
The East Pilgrim Street development site is expected
to be built over the next 3-5 years. This will fund
further upgrades to the street. Uncertainty over this
development has held back public realm changes
until now.
21
April 2013
Areas
affected
The existing pedestrian and cycle crossing is
under capacity.
Pilgrim Street
to Tyne Bridge
Pilgrim Street to Tyne Bridge
Tyne Bridge to
Gateshead
student halls
Tyne Bridge to Gateshead student halls
Shared pedestrian and cycle space is obstructed by
street clutter. With new student housing under
construction in Gateshead, the need to address this
capacity constraint has now become urgent.
The junctions at Bottle Bank and the A184
currently represent a barrier to cycling.
Traffic volumes at Bottle Bank are low enough to
allow for cycle priority, if the junction is re-engineered.
Pelican crossings over the A184 require upgrading to
Toucan crossings.
People affected
Scheme proposed
proposed scheme
We will remove a traffic lane to allow for
increased capacity on the pedestrian and
cycle crossing. Street clutter will be removed.
We will re-model two junctions.
Action is needed now due to student housing
developments. The Great North Cycleway along
Durham Road will also generate increased pedestrian
and cycle traffic along this line.
Image: Carlton Reid
22
April 2013
Limited and fragmented provision for cyclists
from city centre to Gosforth and Great Park
Capacity on the approach to the city centre is
constrained for pedestrians and cyclists, as footway
and cycle tracks are currently too narrow. There is
poor quality surfacing on existing shared use paths
running north across the Town Moor.
Newcastle’s existing ‘Cycle Safety Scheme’ runs from
North Gosforth to Moorfield. North of this scheme,
The Great North Road is a fast 40mph road with no
separate cycle facilities. Additional transport
problems are:
Poor accident record
Poor perception amongst residents and parents
leading to low take up with younger cyclists
Extreme gradient
The Exhibition Park underpass underneath the A167
has an extreme gradient which is off-putting to
cyclists.
Areas
affected
City Centre to
Gosforth and
Great Park
People affected
Scheme proposed
proposed scheme
Gosforth and
Great Park
residents
Gosforth is a
densely populated
mixed use suburb
with a mixture of
Victorian and
1930’s housing
stock.
Great Park is the
main housing
growth area for
Newcastle and this
will be linked to the
Tyne and Wear
Metro.
Scheme C:
City Centre to Gosforth and Great Park
journeys
Construction of a strategic route to open
up access to the city centre, employment
and training
as a result of this scheme
Jesmond
residents
Predominantly a
middle class
suburb populated
by families and
students.
Image: Carlton Reid
of intervention
Re-profiling of Exhibition Park underpass
to address gradient issue
£3,820,986. Compared to the
investment of £1,205,540, this
gives a BCR of 3.2:1.
Extending the appraisal
period to 30 years gives a
BCR of 9.2:1.
Commuters
accessing
employment sites
at Gosforth Park
Including the Sage
Group PLC
Headquarters.
23
April 2013
from city centre to Newburn
There is an existing poor quality on-road cycle route
with frequent pinch points.
The retail area has no cycling provision and includes
traffic calming measures which disrupt the route for
cyclists.
New housing sites at both Scotswood and Throckley
will generate additional trips along this route into the
City Centre.
Areas
affected
City Centre to
Newburn
(constructed as
far as Benwell)
People affected
Scheme proposed
Benwell/
Scotswood
residents
Benwell is a dense
residential area
with low levels of
income and high
levels of health
deprivation.
Scheme D: City Centre to Newburn
A new housing
estate (Scotswood)
is under
development.
Construction of strategic route to open up
access to the city centre and employment
proposed scheme
journeys
of intervention
investment of £831,750, this
BCR of 6.6:1.
24
April 2013
Areas
affected
People affected
Scheme proposed
from city centre to Walker
City centre to
Walker
All City Centre
users
Scheme E: City Centre to Walker
High traffic congestion on sections of the A193
There is currently some limited provision for cyclists
in bus lanes on the A193. Narrow cycle lanes are
broken up by car parking throughout the Shields
Road retail area.
Walker residents
Walker is a dense
residential area
with low levels of
income and high
levels of health
deprivation.
Construction of a strategic route to open
up access to local business, city centre,
employment and training
proposed scheme
journeys
of intervention
There are currently no cycling facilities on the B1313.
Byker residents
Byker is a dense
residential area
predominantly
populated by low
income families
and students.
The nearby
Shields Road
shopping area is
not easily
accessible by bike.
BCR of 6.7:1.
Image: Carlton Reid
25
April 2013
Through traffic and ‘rat running’ in residential
areas
High levels of traffic congestion (along arterial
routes into the city, and in/around schools)
Traffic and car parking combining to create a
chaotic street environment not conducive to
cycling
Urban streets have become dominated by cars and
speeding traffic. Pavements have become default car
parks.
Areas
affected
North
Jesmond
South
Jesmond
High Heaton
West Heaton
East Heaton
Ouseburn
Fenham
South
Gosforth
People affected
Scheme proposed
All local residents
in these areas
Scheme F: Cycle friendly areas
Area-wide transformation of residential
streets
Shared space retail area schemes
26
Estimated increase in
journeys (walking and
cycling)
We estimate a 5% increase in
the number of walking and
cycling trips as a result of this
scheme (264,704 additional
trips).
Estimated economic value of
intervention
assessing the economic impact
of walking and cycling
gives a BCR of 1.1:1. Extending
the appraisal period to 30 years
Speeding traffic causes more people to drive or stay
indoors. Parents feel afraid to let their children walk,
cycle or play outside. Fewer people in the streets
leads to increased fear of crime and social isolation.
Individuals who are socially isolated are more likely to
have poor health outcomes than those living in
cohesive communities or those with wider social
networks (Economic Case for Communities, CLG,
2009).
Research with young people (3 Mullan, E. 2003) has
found that those who reported living with busy traffic
and car parking were less likely to have positive
perceptions of the safety, friendliness, appearance,
play facilities and helpfulness of the people in their
local area. Until now, efforts in the Newcastle areas
affected have been concentrated on the
implementation of 20mph limits. Completion of
20mph limit roll-out now makes other measures to
change the character of local streets possible.
proposed scheme
Images: Sustrans
Additional impacts:
 Increased community
capacity, cohesion and
involvement in decisionmaking leading to improved
mental well-being amongst
beneficiaries.
 Transformation of urban
corridors to actively
encourage and support
social interaction.
 Reduced traffic speeds and
volume.
April 2013
Bike restrictions on Metro light rail system limit
the end-to-end journey
Many journeys involve use of more than one form of
travel, and integration between different modes is
crucial.
Areas
affected
North
Tyneside
North
Newcastle
East
Newcastle
Gateshead
People affected
Scheme proposed
All Metro users
Scheme G: Cycle-Rail integration
Car commuters
living or working
within 2 miles of
the Metro system.
We will explore options and feasibility for the
carriage of bikes on Newcastle Metro,
following the complete refurbishment of Metro
cars in 2016.
In 2012 Metro carried 40 million passengers on its 48
mile network, so there is significant potential for
integration of cycling.
proposed scheme
journeys
We estimate 500,000 trips to
be generated from this
scheme.
of intervention
£9,057,276. There is no
investment cost associated
with this scheme.
Image: New York Metro
27
April 2013
Barriers to cycling:
 Health
 Financial
 Personal e.g. experience, confidence.
Areas
affected
City Centre
Byker
Walker
Jesmond
Heaton
Gosforth
Scotswood
Benwell
People affected
Scheme proposed
Residents
accessing the
city centre
Scheme H: Active Travel Centre
proposed scheme
journeys
We estimate a 4% increase in
the number of cycling trips as
a result of this scheme
University and
college students
of intervention
Image: Sustrans
The Active Travel Centre will be a ‘one-stopshop’ that will promote cycling as an
enjoyable, safe and healthy form of transport.
It will be the public-facing, community liaison
heart of activity that works to promote all the
cycling organisations and services on offer
throughout the City.
It will offer parking, cycle loans, repair,
maintenance, confidence-boosting training
and support and will also act as a base for
city-wide promotion and community outreach
work.
28
£856,149. Compared to the
BCR of 10.6:1.
April 2013
Areas
affected
Barriers to cycling:
 Health
 Financial
 Personal e.g. experience, confidence.
Byker
Walker
Scotswood
Benwell
People affected
Scheme proposed
proposed scheme
Residents living
in deprived
communities in
close proximity to
the city centre
Scheme I: Community Outreach Areas
(East and West)
journeys
of intervention
Image: Sustrans
The Active Travel Centre will act as a base
for city-wide promotion and community
outreach work.
Much of this will focus on some of
Newcastle’s most deprived communities,
and will encourage more women and
people from BME and disability
communities to cycle.
The work involved will include health
promotion and practical support such as
cycle training, bike maintenance, led walks
and rides, family events and activities.
It will also include the recruitment and
development of local Champions who will act
as advocates for change in travel behaviour.
29
April 2013
Scheme selection and alternatives
This proposal was rejected due to the importance of
this area in facilitating transit from rail to bus transport.
The section that follows provides further detail on each
scheme, including why it was selected for inclusion in
the Cycle City Ambition programme and the
alternatives that were considered.
Great North Cycle Way scheme proposals have arisen
from a detailed technical review report (developed by
consultants Atkins in May 2010), which recommended
two north to south cycle routes through Newcastle city
centre.
Transformational re-design of road space
 We will create a traffic-free ‘pedestrian plaza’
on the North side of Neville Street at
Newcastle’s Central rail station.
 Transport problems will be addressed through
a combination of contra-flow cycle lanes, twoway cycle tracks and conversion of existing
one-way access roads into two-way ‘bike
roads’, using ‘except cycles’ exemptions.
 Re-allocation of road space to cycling will
continue along Collingwood Street and Mosley
Street with an upgraded pedestrian and cycle
crossing at Swan House, connecting the
scheme to the Great North Cycleway and the
Tyne Bridge.
Why the preferred scheme was selected
Newcastle city centre is the region’s key employment
site.This scheme was selected because it will:
 Ease congestion and enhance city accessibility.
 Improve connectivity between cycling and public
transport/facilitate the end-to-end journey.
This scheme will support economic growth by:
 Helping people to get to work.
 Increasing opportunities for those without a car.
 Transforming a major gateway to the city for
visitors, becoming an asset to tourism.
Alternatives considered
The following alternatives were considered:
1. No action at the Central rail station (develop an East
to West route that bypasses the area).
This proposal was rejected due to the ‘key transport
hub’ status of the station.
Whilst there are existing high quality riverside cycle
routes into the city (running along the bottom of the
Tyne Gorge), due to the area’s topography, it is
considered that these routes are not ideal for
commuters wishing to access destinations within the
urban core, including the Central rail station.
2. Make the area in front of Central rail station into a
larger traffic-free ‘pedestrian plaza’.
30
We have prioritised the recommended route that links
into bridges and planned strategic route development
north to Gosforth. The second route (Percy Street
development) will still be developed as part of the city
centre public realm work.
Great North Cycle Way scheme proposals were
selected because they will:
 Ease congestion and enhance city
accessibility.
 Provide cycle links beyond the city to the wider
region.
 Improve links to and around the University
campuses.
 Improving the ‘student experience’, potentially
enhancing graduate retention.
An analysis of the individual links that make up this
scheme is provided below.
John Dobson Street
A new two-way cycle track will replace one of the
existing lanes on John Dobson Street.
The St. Mary’s to John Dobson Street Junction will be
upgraded with design support from the Dutch Cycling
Embassy.
Pilgrim Street and Market Street
One of the key strands of NE1's Business Programme
has been the creation of a series of Pocket Parks at
sites across the city, an idea born from the need to
create more green space in Newcastle city centre.
A Pocket Park created on Pilgrim Street will allow the
Great North Cycle Way to run through an urban park on
its way from the Tyne Bridge to Newcastle Civic Centre.
Pilgrim Street to Tyne Bridge
Scheme C: City centre to Gosforth and Great Park
We will remove a traffic lane to allow for increased
capacity on the pedestrian and cycle crossing.
Street clutter will also be removed.
Construction of a strategic route to open up access
to the city centre, employment and training
Tyne Bridge to Gateshead student halls
We will re-model two junctions.
Problems will be addressed through a combination of
hybrid (Danish style) lanes and junctions, surfacing
improvements and widening of shared pedestrian and
cycling facilities. The new strategic route will extend
Newcastle’s existing ‘Cycle Safety’ scheme to provide
continuity and connection with Great Park.
Alternatives considered include:
1. Re-design of road space on Northumberland Street,
a pedestrianised street where cyclists are currently
excluded (due to by-law).
It is our aspiration that cyclists will be introduced to this
area in future, but the scheme has not been prioritised
for this bid. Northumberland Street is a very busy city
centre retail area which will never function adequately
as a fast and convenient ‘through route’ for cyclists. It is
considered that the John Dobson Street scheme will
fulfil this requirement. A petition co-ordinated by
Newcastle Cycling Campaign and presented to
Newcastle City Council supported improvements to the
John Dobson Street area. Whilst highway
improvements have been made, there is potential for
radical change.
Northumbria University has identified an issue with
severance between their new student housing
developments on the Gateshead side of the river and
their campus adjacent to John Dobson Street.
2. Development of an alternative route which travels via
‘Big Market’ and uses the High Level Bridge instead of
the Tyne Bridge
The strategic route will allow new housing development
residents to interchange with the Metro.
Re-profiling of an existing underpass
We will re-profile an existing underpass. Engineering
works will reduce the gradient to make the area more
attractive to cyclists. The existing cycle track from West
Gosforth will be re-signed to ensure route continuity.
This scheme was selected because it will:
accessibility.
 Underpin housing development and population
growth with sustainable transport infrastructure.
 Improve connectivity between cycling and
public transport/facilitate the end-to-end
journey (by linking into the nearest Metro
station).
 Helping people to get to work and training.
Great North Cycle Way scheme proposals included in
this bid have been selected over this alternative,
because:
 Northumbria University is developing new
student halls on the Gateshead side of the river
and have expressed a preference for our
scheme over the option of students using the
High Level Bridge to cross into the city, whilst it
is open to motor vehicles. The University has
expressed concerns over social safety.
 It is anticipated that the existing High Level
Bridge will close to motor vehicles within the
next 20 years for structural reasons.
Investment in development of this alternative
north/south route is planned to coincide with
this closure. Note that once motor traffic is
removed from the bridge, Northumbria
University students will have two options for
travel into the city.
31
1. Development of one route only
This alternative was rejected on the basis that the
geography of the area naturally leads to construction of
two routes which ‘fan out’ and reflect existing cyclist
‘desire lines’.
2. Build a strategic route which runs directly through the
Jesmond area.
This alternative was rejected on the basis that the
Cycle Forum considered that the Jesmond area would
be better supported through a ‘cycle friendly areas’
approach which will engage intensively with the
community. Cyclist desire lines are too fragmented to
allow for an arterial route approach.
3. Using a bridge over the A167, slightly further west,
accessing the Newcastle University area of the city.
This alternative was rejected as plans are already in
place at this junction to encourage use by people who
wish to ‘park and stride’ into the city centre (and
therefore development could potentially lead to conflict
between motor and cycle traffic).
Scheme D: City centre to Newburn
to the city centre and employment
Transport problems will be addressed through a shared
space retail area and re-construction of on-road cycle
routes. Pinch points will be replaced by zebra crossings
and traffic calming will be modified to create a more
cycle friendly environment.
The Benwell end of the route will connect to the new
housing development area of Benwell/Scotswood and
open up access to employment opportunities in the city
(the new route will pass through the Science City
employment site).
accessibility.
 Underpin housing development and population
growth with sustainable transport infrastructure.
1. Development of a strategic route using Westmorland
Road or Westgate Road.
road facilities on the B1313 and re-design of the
Shields Road retail area with a central shared space.
The new route will enable Walker and Byker residents
to access Shields Road, the city centre and
Northumberland University Campus by bike.
It will also link to National Cycle Network route 72 and
connect into the Enterprise Zone along the North Bank
of the Tyne.
How the preferred scheme was selected
accessibility.
 Helping people to get to work (specifically
improving access to the Enterprise Zone) and
training.
 Supporting people to shop locally, enhancing
retail vitality.
1. Development of a route from the east of the city,
linking to the existing riverside path.
Due to the area’s topography, the working group
considered that this route would not be ideal for
commuters wishing to access destinations within the
urban core and that the route should follow the line of
the A193.
This proposal was rejected as a strategic route, but
improvements are being made along the length of the
route as part of wider traffic works to encourage cycling
in the neighbourhood areas.
2. Construction of a route along Copland Terrace to join
with the existing Northumbria University bridge, running
along the line of New Bridge Street versus a link to the
two existing pedestrian and cyclist bridges that are due
to be upgraded as part of the East Pilgrim Street
development.
This proposal was not favoured as there is higher
housing density on Elswick Road than on Westmorland
Road and the road gradient is more favourable to
cycling than both the other options.
It was concluded that both routes would be needed to
meet potential demand.
Construction of a route on Stanhope Street which
follows the same line of Westgate Road will take place
in 2016-2017.
Area-wide transformation of residential streets
Scheme E: City centre to Walker
to local business, the city centre, employment and
training
Transport problems will be addressed through a
combination of junction improvements and construction
of a separate cycle track along the A193, on and off-
32
Building on our existing successful 20mph programme
(complete in all areas except Ouseburn) and planned
District Centre Improvement programme, we will help
communities to re-design their streets, putting people at
their heart and making them safer and more attractive
places to live.
Shared space retail area schemes
We will deliver a pedestrian and cycle friendly shared
space in the heart of each selected High Street retail
area. In some cases retail areas will form part of the
strategic route network. In others they will form a link
between cycle friendly residential areas as well as
being a significant trip generator in their own right.
accessibility.
 Create a cycle-friendly environment around
local trip generators including shops, schools
and community facilities.
 Supporting people to shop locally, enhancing
retail vitality.
1. Construction only. No community engagement.
We are committed to involving communities in the
decisions that affect them, in line with our Community
Engagement Strategy. Local community and business
group ‘Ouseburn Futures’ have also requested a
community led street design scheme in their area.



Complement the ongoing programme of
upgrades to cycle parking at Metro stations
(under Local Sustainable Transport Funding)
Improve connectivity between cycling and
public transport/facilitate the end-to-end
journey.
Ease congestion and enhance city
accessibility.
 Helping people to save money and increase
their disposable income.
Nexus’s Cycle Rail Working Group has met since
January 2012. The group includes representatives of
cycling, walking, public transport and disability groups.
The main focus of discussion has been the trial of bike
carriage on the Metro system.
Alternatives examined to date by Nexus’s Cycle Rail
Working Group include:
1. Amending the refurbishment specification
2. Adding an additional car for bikes to the train
These options were not possible due to a procurement
commitment to the refurbishment plan and resource
and platform-geometry limitations.
2. A route building approach
Cycle trips are fragmented. Engaging the community
and exploiting public desire for better quality public
space and improved road safety will yield results more
quickly. In retail areas an engagement approach will
generate more economic benefit than simply building
cycle routes.
Our scheme will explore options and feasibility for the
carriage of bikes on the Metro system, following the
complete refurbishment of Metro cars in 2016.
Building on the work that our partners Nexus are
carrying out to provide more and better cycling facilities
at Metro stations across Tyne and Wear, we will also
work with them to establish our strategic cycle routes,
and to include public transport interchanges as part of a
holistic vision.
 Complement the development of strategic
routes (Gosforth and Great Park will link in to
Metro).
33
Following recommendations from the group, Nexus’s
Board shares the aspiration to allow the carriage of full
size bikes on Metro, subject to full feasibility.
The Active Travel Centre will be a ‘one-stop-shop’ that
will unify partner organisations, emphasise the cycling
services on offer across the city and promote cycling as
an enjoyable, safe and healthy form of transport.
Through a robust partnership approach that involves
existing organisations and expertise as appropriate,
it will offer secure parking, cycle loans, repair and
maintenance and confidence-building training and
support, acting as a base for city-wide cycling
promotion and community engagement work.
The Hub will be the crucial focal point of the public’s
awareness of Newcastle’s cycling ambition. It will be a
conduit for feedback and ideas from the public, publicity
of events and services and a gateway to all of the
cycling businesses and activities available in the City.
 Overcome barriers to cycling.
 Complement strategic route development.

Ease congestion and enhance city
accessibility.
 Creating employment opportunities by offering
practical work experience to local people.
 Supporting people to get to work and training.
Alternatives considered include:
1. A city centre location (at or close to the station)
Newcastle City Council undertook demand analysis and
consultation on the potential location of an Active
Travel Centre (in September 2012). Demand was
concentrated on the north side of the city, particularly
from Northumbria University, who would like to be able
to offer bike hire to students at their new development.
It is considered that the Active Travel Centre should be
located on the route between new student housing and
the city centre.
Cycle facilities are already being upgraded at the
station under DfT’s existing Cycle-Rail integration
funding programme, including expansion of cycle
parking, unmanned loan bike facilities and the
introduction of cycle vending machines for inner tubes.
Scheme I: Community Outreach
The city centre Active Travel Centre will be a base for
city-wide cycling promotion and community
engagement work. Working closely with the Council’s
public health and leisure services teams, our
community outreach work will add value to existing
interventions in both the east and west end
communities adjacent to the City.
Community outreach will develop around existing ‘at
need’ areas, working via established public and third
sector partnerships that have a strong record in
delivery. This will allow the Ambition Fund to have a
significant and immediate impact on specific target
communities, groups and individuals.



34
We will focus our attention in areas where we
find our highest obesity levels.
We will encourage and promote cycling at a
community level with families, primary school
and senior school children.
We will deliver a package of measures proven
to overcome barriers to cycling, including cycle
training, bike maintenance, led walks and rides,
family events and activities, with the inclusion
of key Public Health messages.


We will encourage apprenticeships and
volunteering. This will foster take up of cycling
and increase community assets. It will also help
some individuals in to work. Local Champions will act as advocates for
travel behaviour change and will be essential to
sustaining behaviour change in the longer term. Why the preferred scheme was selected
 Overcome barriers to cycling amongst hard to
reach groups.
 Complement existing and planned health
interventions within target communities close to
the city centre.
 Improve the health and well-being of local
residents.
 Link target groups to strategic route
development.
accessibility.
 Creating employment opportunities by offering
practical work experience to local people
through volunteering.
 Supporting people to get to work and training.
There are a number of areas across the city where
community outreach work could be focused.
We will focus on delivery that will complement the
construction of strategic routes.
We will work in the city’s most deprived wards, where
there are high levels of deprivation and physical
inactivity-related ill health.
The activities that we will deliver are proven to
overcome barriers to cycling and increase physical
activity, based upon evidence from the Sustainable
Travel Towns and our own local experience.
Understanding potential route users
To ensure that the value and impact of infrastructure
schemes and spending can be maximised, our
community outreach work will engage with potential
users in and around new routes and spaces. Through
mapping the DfT Climate Change and Transport
Choices segmentation model to our existing MOSAIC
consumer classification data for the city (provided by
Experian and published in full on Newcastle City
Council’s website), we have identified our populations
of interest (target groups that are most likely to respond
positively to our programme) and determined how we
will engage with these groups via targeted
communications and behaviour change measures to
encourage and enable more cycling.
The map below illustrates which areas of the city will be
intersected by the new network of strategic routes.
Figure 3: City-wide strategic cycle network and ward map
B3. The financial case
This section provides an overview of the financial
element of our proposed Cycle City Ambition
programme, including how programme costs have been
determined, what non-DfT financial contributions have
been secured, and when funding will become available.
Table A: Funding profile (Nominal terms)
£000s
2013-14
2014-15
2015-16
Total
£2m
£3.70m
n/a
£5.70m
£1m
£1.40m
£2.54m
£4.94m
Third Party*
contribution
£0.50m
£0.48m
£0.04m
£1.02m
TOTAL
£3.48m £5.61m £2.56m £11.66m
DfT funding
sought
Local
Authority
contribution
Source: Newcycling.org
Tailoring solutions to influence local travel behaviour
* Including public health budgets recently transferred to Newcastle
City Council
Appendix 4 provides an overview of:
The programme budget has been developed with
reference to WebTAG Unit 3.5.9. Scheme estimates
are based upon feasibility work undertaken to date,
cost estimates obtained from relevant contractors and
best practice from other schemes.



The key features of potential strategic route
user ‘groups’.
Where these potential route user groups are
concentrated.
Our strategy for engaging these groups in
travel behaviour change as part of the Cycle
City Ambition programme.
B4. Package description
User journeys
A detailed description of each of the package elements
is provided in the earlier summary table of existing
transport problems and proposed Cycle City Ambition
Fund schemes.
Appendix 5 maps the experiences of two residents,
interacting with the city over the course of their daily
lives, as Newcastle’s cycling ambition takes shape.
B5. Package costs
Susie begins to cycle as a cycle friendly area appears
in her neighbourhood and improved cycling routes
provide separation from the road.
The total package costs amount to £11.66m.
Costs include a contingency allowance of 15% which
covers both the estimated cost of risk as determined by
the QRA (see Appendix 13: Risk management strategy
and QRA – part B) and an allowance for inflation.
Carl ‘re-learns’ how to cycle with a loan bike from the
Active Travel Centre. He also sees the personal
economic benefits of cycling, when a cheap and easy
new cycling route into the city centre opens up
promotion opportunities.
A full breakdown of package costs is provided in
Appendix 6.
Financial sustainability
The main area of ongoing liability expected to arise
from the programme is maintenance costs associated
with the proposed new infrastructure. This will be
absorbed into Newcastle's ongoing maintenance
programme.
35
Additional staff resources employed to deliver the
programme will be placed on contracts for the Fund
period.
B6. The Financial Case – Local
Contribution / Third Party Funding
A number of funding sources have been explored
internally and externally with the private sector,
voluntary sector and other organisations, to support
Newcastle’s Cycle City Ambition.
Newcastle City Council local contribution
Newcastle City Council’s contribution towards the Cycle
City Ambition is funded via the Council’s Capital
Program 2013-2016. This capital program allocates
£1.8 million to the development of strategic cycling
routes under the heading Cap7. Cap7 funding is
intended to leverage in funding from central
government and the private sector to kick start
Newcastle’s route development program.
The remainder of Newcastle’s contribution comes from
its Cap10 city centre public realm and Cap33 district
centre improvement programmes.
These funding contributions reflect the importance that
Newcastle places on creating a step change in cycling.
Newcastle’s LTP cycling budget is already committed to
School Links schemes. These will continue to be
developed independently of the Cycle City Ambition
programme and are not included as match funding for
this bid. The Council is also committed to the Gosforth
Cycle Safety scheme which is funded by the Council’s
S106 fund and will be managed separately; there is no
overlap in match-funding between this project and the
Cycle City Ambition fund bid.
Third party funding
In addition to Newcastle City Council funding, the
following non-DfT funding has been confirmed:
Public Health will support community outreach work.
Sustrans are contributing financially towards the Active
Travel Centre and are also covering all design and
community engagement costs for the Cycle Friendly
Areas programme as part of a National Lottery Funded
project.
Igloo Regeneration will provide in-kind design support
for the Cycle Friendly Areas programme.
Table B: Cost estimates (Nominal terms)
Non-DfT financial
contributor
Public Health
Sustrans
(lottery)
Sustrans
(staff
office/time)*
Igloo
Regeneration
TOTAL
When funding will
become available
2013-14
2014-15
2015-16
Total
£388k
£388k
n/a
£776k
£40k
£40k
n/a
£80k
£50k
£50k
£40k
£140k
£20k
£498k
n/a
£478k
n/a
£40k
£20k
£1.016m
* The value of staff office/time provided by Sustrans towards the
Active Travel Centre pertains to posts commissioned under LSTF.
Letters confirming support and financial contributions to
scheme costs from all non-DfT funding sources are
provided in Appendix 7.
B7. The Economic Case –
Value for Money
Value for money
We have used Department for Transport guidance on
the economic appraisal of walking and cycling schemes
to assess the monetised and non-monetised impacts of
the proposed package of measures. Monetised benefits
included in the assessment of value for money are:
impacts on health, decongestion, carbon emissions and
amenity value.
Benefit to cost ratio (BCR) values have been calculated
using a ten and thirty year appraisal period. Uptake of
cycling as a result of the interventions is assumed to
build up over three years and benefits are assumed to
build up over a period of five years, after which time
benefits remain constant for the remainder of the
appraisal period. A discount rate of 3.5% per annum is
applied.
The potential impact of the programme is forecast
through application of measured change in levels of
cycling recorded following the delivery of similar
interventions in other settings. This approach was
successfully adopted in estimating the potential for step
change in cycling in the City Regions (Cycling in the
city regions: delivering a step change, Sustrans, 2011).
Calculations take into account populations and mode
share in the Newcastle areas impacted by the
programme.
We have carried out sensitivity testing to caution
against the risk that usage forecasts are not achieved
as anticipated. In doing so we have included a scenario
where only 50% of the impact is achieved.
36
In anticipation of funding support, some preparatory
design work has been undertaken on the schemes that
make up our Cycle City Ambition programme. It is
therefore not anticipated that schemes will undergo
much change before completion. Given this, we have
added an optimism bias of 10% to all costs.
Impact of programme on the wider transport network
Evidence supporting assessment
Decongestion benefits for the wider transport network
are calculated from the number of car km replaced. Car
km replaced is estimated by applying the expected
growth in cycling trips and assuming that 28.4% of the
new cycling trips generated would have been made
previously by car.
A detailed Appraisal Summary Table is included in
Appendix 3.
The total number of car km replaced by Newcastle’s
programme is 1,619,625.
Description of sources of data and forecasts used
The decongestion value over 10 years is £4,418,211
(over 30 yrs it is £6,755,235).
A completed Scheme Impacts Pro Forma which
summarises the impact of proposals against a number
of metrics is provided in Appendix 8. An Appraisal
Report is provided in Appendix 9 and includes a full
description of the sources of data and forecasts used.
In summary:
Benefits take into account congestion, infrastructure
damage, accidents, local air quality, noise pollution and
indirect taxation. We have also included the disbenefit
of lost fuel duty.
Data
Procurement strategy
Data source
B7. The commercial case
Population
Estimates of ‘all usual residents’ in
the 2011 Census
Current cycling mode Newcastle City Council area data
share
from a Tyne and Wear-wide
household travel survey
Cycle trips per person Current cycling mode share data
combined with the National Travel
Survey (NTS) estimate of the
average number of trips under
5 miles per person residing in the
North East of England
Assumptions around Average value for cyclists on the
car km replaced and National Cycle Network in 2012
valuation of carbon
and decongestion
benefits
Decongestion rate and Department for Transport guidance
Carbon savings
Assumptions around World Health Organisation’s Health
calculation of health
Economic Assessment Tool
benefits
(HEAT)
Assumptions around NTS 2011 data
trip length
Assumptions around As set out by the Newcastle
cycling speed
Cycling Forum Working Group
Assumptions around Presence of cyclists does not
vehicle kilometers
disbenefit flow of other vehicles
Number of users per Calculated from the estimated
day
number of trips per year (calculated
using the various evidence sources
and assumed base cycling levels)
divided by 365 (to arrive at a daily
value) divided by two to account for
return trips.
37
Newcastle City Council has the capability and
competence to deliver proposed construction work
‘in-house’. This is as per our internal procedure for work
up to the value of £4.3m (the European Works
Threshold).
Where additional capacity is required, we will work in
agreement with the Head of Efficiency and
Procurement and the Director of Technical Services to
contract work under our existing framework
arrangements.
Individual schemes will be procured under the City
Council’s Financial Regulations and Procurement Rules
to ensure risk management is considered at the
procurement stage.
An appropriate standard form of contract will be entered
into between the City Council and any external
contractor and will incorporate stipulated delay/
liquidated damages to mitigate against differences
between contract and implementation timescales.
Existing in-house capability and competence and
established framework contractor arrangements will
ensure that construction and community engagement
work delivers quality, efficiency and value for money,
without the need for lengthy procurement processes.
A letter from the Local Authority’s Section 151 Officer
confirming that a procurement strategy is in place that
is legally compliant and is likely to achieve the best
value for money outcome is provided in Appendix 10.
Risk management
Table C: Construction milestones
Risk management of all schemes under this
Estimated Date
programme will be carried out under the Newcastle City
Council Strategic Risk Management strategy,
Start of works
30th May 2013
supported by the Risk Management Team.
Construction Complete Phase 1
Cycle Friendly Areas
September 2014
All work will be delivered under the Newcastle Project
Construction Complete Phase 2
Management Framework.
March 2015
Construction Complete Central Gateway January 2014
Newcastle City Council is aware that there are risks
Construction Complete Great North
with this programme. We have captured and analysed
Cycleway
May 2014
these risks in the Quantified Risk Assessment (see
Appendix 13: Risk management strategy and QRA –
Construction Complete Elswick Road
October 2014
part B).The Quantified Risk Assessment will be
Construction Complete Walker Route
December 2014
reviewed by the Programme Manager at the outset of
Construction Complete John Dobson
the programme and on an ongoing basis thereafter.
January 2015
Street
Great North Cycleway Opening date
February 2015
Completion
of
works
(if
different)
B8. Management Case – Delivery
Overview of deliverability
Newcastle City Council is committed to providing the
resources to design, manage and deliver this
programme, working with our partners.
In particular, we will be supported by Newcastle City
Council Public Health team, who will be taking the lead
on complementary community outreach measures.
The implementation of the programme will benefit from
Newcastle City Council’s in house expertise and
existing procurement frameworks. We also have
existing partnering arrangements in place (see
Appendix 2) which will been used to supplement
Newcastle City Council resources with specialist
technical support.
Newcastle has an excellent track record of delivery,
which demonstrates the skills and experience
necessary to achieve our Cycle City programme.
The last major transport scheme that we successfully
delivered was Scotswood Road Duelling (£10m), which
was completed in 2006.
In the last 5 years, we were the lead authority for
delivery of the New Tyne Tunnel (£250m). Governance
was provided by Tyne and Wear Integrated Transport
Authority, and the scheme was delivered by Bouygues.
We also provided contract management for the £11m
Scotswood Housing Development.
A detailed project plan is provided in Appendix 11.
The Cycle City Ambition period is illustrated in red.
Schemes proposed for funding are shown in blue.
Other related projects are shown in green.
Key construction milestones are as follows:
38
We confirm that there are no statutory procedures other
than traffic regulation orders that are needed before
routes can be constructed and that delivery of the
programme is not dependent on land acquisition.
B9. Management Case –
Statutory Powers and Consents
All programme delivery will take place within our
existing powers as a highways authority. As all of the
infrastructure proposals included within our Cycle City
ambition programme will take place within the highways
boundary, there are no additional powers or consents
required to deliver the programme.
B10. Management Case –
Governance
Governance arrangements
We have robust management processes in place to
deliver the programme efficiently and effectively.
An organogram illustrating detailed governance
arrangements is provided in Appendix 12.This sets out
the following programme groups (with responsibilities
as outlined in A6. Partnership bodies):



Programme management group
Technical group
Stakeholder group
Programme delivery team
The programme delivery team resources will consist of
existing officers across Newcastle’s Sustainable
Transport Team, Technical Services and Health teams.
A new Programme Manager role will be created for the
Cycle City Ambition programme. They will be supported
by a Stakeholder Liaison Manager and a
Communications and PR Manager.
The programme team will have the support of other
Officers within the City Council, project partners and
contractors, where required.
Programme Manager
The Programme Manager (PM) for the programme will
have a key role of co-ordination between groups.
The PM will have the following key responsibilities:




Overall responsibility for the successful
delivery of the programme plan on behalf of
Newcastle City Council, ensuring that
objectives are achieved (in budget, on
schedule, and within scope).
Management of the programme delivery
team’s performance on specific schemes and
tasks.
Securing approval in relation to deliverables
from the programme management, technical
and stakeholder groups.
Communication, including status reporting, risk
management, escalation of issues that cannot
be resolved by the team.
Stakeholder Liaison Manager
Newcastle City Council has sought to involve key
stakeholders and attract their support from an early
stage in the development of the strategic route network
and the Cycle City Ambition programme of work.
A Stakeholder Liaison Manager role will form part of the
programme delivery team going forward. The
Stakeholder Liaison Manager will have the following
key responsibilities:



Keeping stakeholders informed of involvement
processes, proposals and constraints and
preparing people for forthcoming
schemes/work.
Ensuring stakeholder feedback and
suggestions are considered and, where
appropriate, incorporated.
Ensuring that the experience of stakeholders
and local people in relation to the programme
is in line with their expectations.
Communications and PR Manager
A Communications and PR Manager will be responsible
for programme communications, including:
39



Development and management of the
programme web presence
Monthly e-news
Press and PR
Decision making and reporting
The PM will be responsible for programme decision
making on a day-to-day basis. Where appropriate, the
PM will escalate decisions to the programme
management group.
Reporting lines are set out in the governance structure.
The PM will report quarterly to the programme
management group on delivery progress, budget,
engagement with stakeholders, communications and
PR, monitoring and evaluation, risks and issues. The
PM will feedback from the programme management
group to the programme delivery team.
The PM will hold weekly progress meetings with the
programme delivery team.
The PM will provide the technical group with PM
reports, technical papers, consultation updates, and
notes on stakeholder and public engagement on a
monthly basis.
The Stakeholder Officer will provide the stakeholder
group with Stakeholder Officer updates on a quarterly
basis and a monthly e-newsletter.
B11. Management Case Risk Management
Risk management
A Quantified Risk Assessment has been undertaken on
scheme proposals. The risk assessment process has
enabled us to identify the full range of possible
outcomes of our work as well as mitigate against
programme delays and cost overruns (by determining a
contingency risk sum). Each risk has been assigned to
a responsible owner.
The risk assessment will form an integral part of
programme management. It will be regularly reviewed
by the PM and presented to the programme
management group to ensure that any redundant risks
are removed and any new risks raised and allocated to
an individual best placed to manage them.
The full risk management strategy and Quantified Risk
Register is provided in Appendix 13 (see Appendix 13:
Risk management strategy and QRA – part A and B).
B12. Management Case Stakeholder Management
Overview of key stakeholders influences and interests
Appendix 14 provides a stakeholder analysis
summarising key stakeholders, their interests and
influences.
A Communications Plan is provided in Appendix 15.
This incorporates the stakeholder management
processes we will put in place and a summary of key
communication channels for each stakeholder group.
Programme support
There is overwhelming Executive Member, Senior
Officer and other key stakeholder support for strategic
routes and our City Cycle Ambition as illustrated by the
letters of support provided in Appendix 7.

Data from the established network of automatic cycle
counters in the Newcastle City Council area will be
collated and analysed at quarterly intervals to establish
the change in volumes of cyclists recorded following
route development.
Cycle friendly areas will be monitored and evaluated
using:







A letter from the Local Authority’s Section 151 Officer
(see Appendix 10) confirms that adequate assurance
systems are in place.

SECTION C – Monitoring,
Evaluation and Benefits
Realisation
C1. Monitoring and Evaluation
The programme will be monitored using established
mechanisms for data collection already underway in the
city, supplemented by additional monitoring appropriate
to the scale and nature of the interventions proposed.
Inputs, outputs, outcomes and impacts will be assessed
in line with a logic framework approach to monitoring
and evaluation, and using metrics relevant for
assessing the programme.
Levels of use by cyclists on the routes to be developed
through the bid will be established using route user
intercept surveys at locations on strategic routes
before the routes are developed and following
completion. Surveys will be undertaken on the following
routes:




40
Central Gateway
Great North Cycleway
Gosforth and Great Park route
Walker route
Traffic speed and volume surveys
Manual counts of users
Pre and post-stakeholder surveys
(with residents and businesses)
Community consultations
Community Outreach work will be monitored and
evaluated using:
B13. Management Case - Assurance
An integrated assurance and approval plan is provided
in Appendix 16.
Newburn route
Questionnaires completed by participants at
registration
Follow-up surveys with participants
Targeted monitoring surveys for specific project
activities
Focus groups and interviews with groups of
participants
The impact of the Active Travel Centre on student
cycling will be monitored and evaluated using:


A travel survey with staff and students
Parked bike counts
Cycle and Metro initiatives will be monitored and
evaluated using:

Station surveys
The overall impact on air quality of increasing levels of
cycling and the expected concurrent decrease in car
use will be monitored using:

Existing ongoing air quality measurements

Existing ongoing mode share data collection
Well-being
We have considered the potential to make use of the
Annual Population Survey (APS) to explore what, if any
impact, better cycling and walking provision might make
on the four measures of well-being included in the
survey.
When the survey is completed in future years, it will be
possible to compare the levels of subjective well-being
in Tyne and Wear before and after the programme, and
contrast with similar locations that have not had the
same level of cycle infrastructure improvements.
A monitoring and evaluation plan is provided in
Appendix 17.
Appendix 1: Maps of the target area
1. City Deal Accelerated Development Areas
Key: A = St. James Metro, B = Tyne Brewery, C = Central Station, D = Pilgrim Street
41
April 2013
2. Detailed map of city-wide strategic cycle network (to be delivered within 10 years) and existing cycling infrastructure
42
April 2013
3.
43
Detailed map of routes prioritised for delivery within 2 years (as part of the Cycle City Ambition work programme)
April 2013
4. Close up map of city centre schemes
44
April 2013
5. Close up map of scheme B: Great North Cycle Way and C: City Centre to Gosforth and Great Park
45
6. Close up map of scheme D: City Centre to Newburn, linking to new housing development site
46
April 2013
7. Close up map of Scheme E: City Centre to Walker
47
April 2013
8. Map illustrating city centre congestion
48
April 2013
9. Map of the Newcastle and Gateshead Air Quality Management Areas
49
Appendix 2: Partnership bodies
Partnership body
Specific responsibilities
1. Programme management group
Transport Department
Gary MacDonald,
Transport Policy Manager
(Chair)

Overall programme management

Advice on reaching hard-to-reach groups.
Anne Clark,
Cycling Officer (Chair)

Overall programme co-ordination
Engineering Department
Gateshead City Council
Gateshead City Council
Engineering Department
Newcastle Cycling Forum

Overall infrastructure design

Alignment with Metro station improvements
Living Streets

Design audit for pedestrian benefits
Sustrans

Community street re-design
Newcastle City Council Public
Health Department
Gateshead Council Transport
Department.
Sustrans
Nexus
Newcastle University
Northumbria University
2. Technical co-ordination group
Gateshead Cycling Forum
Newcastle Cycling Campaign
Newcastle Disability Forum
Nexus
CTC
50
3. Stakeholder group
Anne Clark, Cycling Officer (Chair)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
51
Age UK
Bus operators (Stagecoach, GO Northeast and Arriva)
CTC
The Cycle Hub
Cycle Centre shop
Elders’ Council
Edinburgh Bike Coop shop
Friends of the Earth North East
Gateshead College
Gateshead Cycle Forum
Halfords
John Boste Youth Centre (Walker)
Kids Kabin (Walker)
North East Local Enterprise Partnership
Living Streets
M. Steel Cycles shop
National Trust Inner City Youth Project
Newcastle College
Newcastle and Northumbria Universities – Estates
Newcastle and Northumbria Universities – Students’ Unions
Newcastle and Northumbria Universities – Volunteer groups & societies
Newcastle CVS
Newcastle Cycling Campaign
Newcastle Cycling forum
Newcastle Disability forum
Newcastle YMCA
Newcastle Youth Parliament
NE1
Northumbria Police
NHS Foundations Trust
Recyke’Y’Bike (Byker)
Ride Cycles shop
Saddle Skedaddle
Scratch Bikes
Start cycles shop
SureStart
TORG – Transport Operations Research Group (Newcastle University)
Transition Newcastle
West End Women and Girls
West End Youth Enquiry Service
Appendix 3: Appraisal Summary Table
Date produced:
Contact:
20th April 2013
Newcastle Cycling City Ambition
Summary of key impacts
Qualitative
Limited evidence suggests that increased access to the city centre area contributes to an
agglomeration effect that adds to the wider impact of a scheme. The proposed
interventions greatly improve the accessibility for large numbers of the population.
Role
Promoter/Official
Monetary
£(NPV)
Net journey time changes (£)
0 to 2min
2 to 5min
> 5min
Slight positive
Slight positive
54 jobs created through route construction and
7 employed at Hub and through
Community Outreach initiatives
Large positive
Neutral
The main source of noise in the area of the proposed schemes is from road traffic.
A significant number of short journeys could be converted to walking or cycling.
The proposals within this bid will result in an anticipated modal shift from motorised travel
to cycling, with a corresponding reduction in noise pollution. The reallocation of road
space will have a positive impact on pedestrian and cyclist proximity to the noise of road
traffic.
Included in
decongestion
benefit
The main source of poor local air quality in the area of the proposed schemes comes
from road traffic. The proposed schemes are anticipated to result in a reduction in the
level of car traffic, which will result in a corresponding improvement of local air quality.
The reallocation of road space will also have a positive impact on the experience of
pedestrians and cyclists.
Included in
decongestion
benefit
52
Distributional
7-pt scale/
vulnerable grp
Value of journey time changes(£)
Reliability impact on all users has been calculated. Over 2 million car km are estimated to
be replaced each year. This reduction in car trips will provide decongestion benefits for all
road users, including those travelling for business. More specifically drivers who shift to
cycle use will reduce impact of time delay as cycling is not subject to unforeseen traffic
issues.
Evidence shows that where there is a reduction in car traffic and a corresponding
increase in walking and cycling, this will result in an increase in revenue for local
business and consequently lead to an increase in job creation. Additionally, the
construction of cycle routes results in the creation of associated direct and indirect jobs.
Newcastle City
Council
Assessment
Quantitative
There is limited evidence that a change in the mode share away from motorised transport
anticipated by these proposals will have a positive impact on the flows of traffic for
existing business users improving journey time reliability. A mode shift to cycling for
business use will reduce the cost of fuel to business and will increase the reliability of
those individual journeys.
Name
Organisation
April 2013
Newcastle City Council has a strong commitment to cutting greenhouse gases. The
Newcastle Declaration on Climate Change includes a 4% reduction in fuel use through
walking, cycling and public transport. The reduction in car trips anticipated by these
proposals will have a positive effect on the level of GHG emissions from motorised
transport.
Change in non-traded carbon over 60y (CO2e)
Change in traded carbon over 60y (CO2e)
19,137
£126,538 (10 years)
- £193,472 (30
years)
-
The proposals fit well with the scale, landform and pattern of the landscape
They incorporate measures for mitigation to ensure they will blend in well with
surrounding landscape. They will enable some sense of place and scale to be restored
through well-designed planting and mitigation measures, enhancing the character of the
area. There is no conflict with government policy towards protection of the countryside.
Slight beneficial
(positive) effect
The re-allocation of the road space within the proposals will bring a transformational
change to the townscape. The proposals will enable some sense of place and scale to be
restored through well-designed mitigation measures. Appearance and land use will be
positively enhanced by the proposals. There will be no conflict with government policy of
enhancing urban environments.
Slight beneficial
(positive) effect
The re-allocation of the road space within the proposals will have a positive impact on the
streetscape and will have no negative impact on the historic resources of the city.
Neutral effect
The proposals are typical of the locality and the overall effect of the scheme will not a
have a detrimental impact on biodiversity. Reduction in car traffic, and curtailing the
demand for motorised travel could reasonably be expected to have a positive impact on
local biodiversity.
Neutral
The provision of cycle infrastructure improvements is seen as an opportunity to promote
designs to support improved surface water management. Any use of existing hard
surfaces will add no detrimental impact on flood risk.
Negligible
Value of journey time changes(£)
There is evidence to suggest that a change in the mode share away from motorised
transport anticipated by these proposals will have a positive impact on the flows of traffic
for existing commuters improving their journey time reliability. A mode shift to commuter
cycling use will reduce the cost of transport for the individual and will increase the
reliability of those individual.
53
Net journey time changes (£)
0 to 2min
2 to 5min
> 5min
Estimated additional
trips = 1,232,177
Census data indicate
mode share for cycling
to work to range
between 1.0% and
5.5% for wards in the
area therefore
commuting cyclists are
anticipated to benefit.
April 2013
Over 2 million car km are estimated to be replaced each year. This reduction in car trips
will provide decongestion benefits for all road users. More specifically drivers who shift to
cycle use will reduce impact of time delay as cycling is not subject to being substantially
impacted by traffic congestion.
£4,418,211 (10
years) - £6,755,235
(30 years)
According to the Health Impact of Physical Inactivity (HIPI) tool, 1,196 deaths in
Newcastle are preventable through physical activity. The WHO's Health Economic
Assessment Tool (HEAT) allows us to quantify the health benefits of cycling in terms of
reduction in the relative risk of all-cause mortality.
£22,756,316 (10
years) £64,502,473 (30
years)
The proposed interventions will make walking and cycling a more attractive, safe and
comfortable option than either the existing cycle option or other transport alternatives.
£6,287 (10 years) £14,373 (30 years)
Using the webTAG approach to valuing accident reduction, the amount of car km
replaced by walking and cycling would result in a reduction of casualties by virtue of the
fact that there will be a reduction in car km that cause them.
Investment in cycling provides a massive increase in the resilience of a local transport
network. In the event of a catastrophic shock such as a fuel crises, or even a more
gradual reduction in the affordability of motorised transport, the ability to be able to
transport people around the city in a safe and efficient manner will strengthen the city's
ability to cope with such an event.
108 LSOA (61%) were deemed to be at risk of Transport Poverty according to Sustrans
report "Locked Out: Transport Poverty in England". This combines data on income,
access to essential services and access to public transport. The proposed schemes will
provide a improved means of accessing services by sustainable transport. The schemes
will open up access to all local facilities and to employment.
Included in
decongestion
benefit
Moderate positive
large positive
Almost £500,000
per year through the
replacement of car
trips with cycling
trips
The status of Newcastle's Transport Poverty scoring is largely derived from its income
variable. The proposed scheme will enable affordable and sustainable access to and
from all areas of the city, increasing the opportunity of individuals to access employment
by low-cost transport.
The proposed schemes will have a positive impact on the connectedness of the city. The
improved cycle infrastructure will enable people to access services safely and reliably.
There are a number of instances where schemes will seek to enhance major road
crossings, for example.
Moderate positive
Cycle routes provide safe routes for individuals to access services, for children to access
schools, and traffic free routes provide a pleasant journey. Option and non-use value
exists for users that have not been counted but who value the benefit that the existence
of the route provides.
Moderate positive
The unadjusted combined cost for all elements of the scheme.
The indirect tax revenue that is lost through fuel duty by the reduction in car km driver is
included in the decongestion value.
54
£9,132,540
£696,957 (10 year) £1,112,935 (30
years) included in
decongestion
benefit
April 2013
Appendix 4: Segmentation of potential strategic route users
Mapping of DfT Climate Change and Transport Choices segmentation model to existing MOSAIC consumer classification data for the city
DfT segment
Most comparable MOSAIC group/s
Carbon reduction
Segment 4:
Affluent
empty
nesters
Segment 5:
Educated
suburban
families
Segment 8:
Young
urbanites
without cars
A. Symbols of success: Career professionals living in sought after locations
J. Grey Perspectives: Independent older people with relatively active lifestyles
B. Happy families: Younger families living in newer homes
C. Suburban Comfort: Older families living in suburbia
E. Urban Intelligence:
Educated, young, single people living in areas of transient populations
Employment and regeneration
Segment 2:
Less affluent
urban young
families
Segment 9:
Urban low
income
without cars
G. Municipal Dependency: Low Income Families Living in Estate Based Social
Housing
H. Blue Collar Enterprise: Upwardly Mobile Families Living in Homes Bought from
Social Landlords
D. Ties of Community: Close-knit, inner city and manufacturing town communities
F. Welfare Borderline: People Living in Social Housing with Uncertain Employment in
Deprived Areas
Sources:
DfT Climate Change and Transport Choices segmentation model
Newcastle City Council MOSAIC data (www.newcastle.gov.uk/your-council/statistics-and-census-information/mosaic-socioeconomic-profiles)
55
April 2013
Potential
strategic
route user
‘groups’
Characteristics
Areas of concentration
Influences
Engagement strategy
Segment 4. Affluent empty nesters
- Older, largely retired, affluent, well educated
- Average levels of car travel; drive less than younger affluent segments
- Mostly likely segment to buy cars brand new
- Pro-environmental but more sceptical about climate change specifically
A. Symbols
of success:
Career
professionals
living in
sought after
locations
Successful,
rewarding
careers,
substantial
wealth, influential,
luxury items,
specialist advice,
professional, well
educated, drive
modern/expensive
cars.
Located in the relatively
affluent wards of West
Gosforth (41.4%) and
Parklands (38.2%) well in
excess of the City average for
this socio-economic grouping
(5.5%). Other wards in excess
of this City figure include
North Jesmond (18.7%), East
Gosforth (16.0%), Dene
(13.9%) and North Heaton
(8.0%).
Internet,
Telephone,
Magazines.
Some TV
Our 2 year work programme:
 The Gosforth and Great Park routes will benefit Gosforth, Parklands and Jesmond
residents. New and existing residents will have targeted door-to-door flyers.
 The Great North Cycle Way will travel through Jesmond and into Parklands wards.
This will greatly impact the attractiveness of cycling for this group.
 Engagement will appeal to how quality of life can be improved without dwelling
on community/welfare orientated or environmental messages; We will show how
cycling can help make residents happier, wealthier, save time and how it is the
latest “thing” to do.
 Community engagement will take place around ‘cycle friendly areas’ in North
Jesmond and North Heaton. This will include: street-workshops to generate ideas
for public space and raise awareness of new infrastructure; Large, nudging
adverts on new routes at key locations to highlight alternative ways to travel.
J. Grey
Perspectives:
Independent
Older People
with Relatively
Active
Lifestyles
Pensioners in
comfortable
retirement with
traditional values.
Westerhope (20.1%) and
East Gosforth (15.8%)
have the highest
percentage (city average is
5.0%). Other wards include
Parklands (12.9%), West
Gosforth (12.4%), North
Heaton (9.6%), Denton
(7.5%), Walkergate (7.0%),
South Jesmond (6.7%),
North Jesmond (6.5%),
Woolsington (6.2%),
Newburn (6.1%) and
Fawdon (5.8%).
Daily
Telegraph,
Daily Mail
 Appealing to refined sensibilities and countering entrenched stereotypes will be a
key tools in overcoming adoption and awareness of cycling with older people.
Highlighting health risks for their age group and how cycling can combat these
risks through simple, gentle and fun exercise will appeal.
 Providing inclusive activities and training that address not only health but
companionship, mental health and isolation issues will help to build a supporter
base amongst the older audience.
56
April 2013
Potential
strategic
route user
‘groups’
Characteristics
Influences
Engagement strategy
Sky TV
and
internet

We will begin to construct the Great Park route, which will eventually run into Castle. The
Great North Cycle Route will open up access to the city centre and specific family amenities
will now be deemed safe enough for this group to consider cycling to.

Community engagement will take place around a ‘cycle friendly area’ in Arthur’s Hill and
Fenham. We will deliver events that involve the whole family and create a positive culture
change by making cycling a common theme and happy-memory activity. We will capitalise
on existing school-cycling projects to involve parents and their workplaces in cycling
competitions and events.

We will use existing and new case studies to highlight the benefits younger families have
gleaned from changing trips to cycling (focusing on the removal of distance and safety
barriers).

Informative publicity in family venues will attract attention and encourage follow-up action.
We will use promotions, prizes, events and community infrastructure involvement
opportunities.
Segment 5: Educated suburban families
- Working age, higher income, well educated, many have children
- Travel and drive a lot; most likely segment to travel by plane
- Positive about cycling, but distances and safety are barriers
- Concerned about climate change but have high travel needs
B. Happy
families:
Younger
families living
in newer
homes
Focus is on
career, home and
family, married/in
permanent
relationship,
spend on
equipment for the
home and garden,
family is principle
focus of leisure
activities.
Castle ward (30.7%) has the
highest percentage of younger
families living in newer homes
in the City, attributable to new
housing developments in the
North of the City (Newcastle
Great Park). Dene (18.6%)
and Lemington (14.4%) also
have a relatively high
percentage. Other wards
above the City average (5.4%)
are Fenham (9.2%),
Woolsington (9.0%), Newburn
(8.7%), Westerhope (8.1%),
Walkergate (7.0%), Kenton
(5.6%) and Denton (5.6%).

C. Suburban
Comfort:
Older Families
Living in
Suburbia
57
Age mid 40s,
married, 3
children aged 11
to 14 years, both
are professionals,
2 cars
Westerhope ward (32.1%)
has the highest percentage of
older families living in
suburbia. Dene (27.1%) and
North Heaton (25.6%) also
have a significantly higher than
average percentage (8.6%).
Other wards include East
Gosforth (19.0%), Parklands
(17.2%), Castle (14.5%),
Denton (13.1%), West
Gosforth (12.8%), Kenton and
Newburn (10.9%).
Internet,
Daily Mail
Selling how cycling can resolve common tensions around street/school parking,
visiting/shopping in the centre, after-school activities and other family journeys will help
families make informed travel choices.

We will begin to construct the Great Park route, which will eventually run into Castle. The
Great North Cycle Route will open up access. Older children wishing to access friends and
the city centre’s amenities will have better and safer provision that parents will be content
to let them use.

Community engagement will take place around a ‘cycle friendly area’ in North Heaton.
Specific community events involving residents’ groups and school liaison will help focus on
key capacity issues and rat-running.

Pride in public space and access to local areas such as Jesmond Dene and Denton Dene
will help turn new and returning cyclists into regular cyclists for local trips based on new
route updates and project maps.

Linking messages to parents’ health improvement (as they enter specific risk age
groups associated with heart disease, diabetes and osteoporosis) will inspire change and
empower action.
April 2013
Potential
strategic
route user
‘groups’
Characteristics
Influences
Engagement strategy
Segment 8: Young urbanites without cars
- Younger, well-educated, big city-dwellers
- Heavily reliant on walking and public transport to get around
- Transport behaviour results from location and life-stage, may change
E. Urban
Intelligence:
Educated,
Young, Single
People Living
in Areas of
Transient
Populations
58
Young singles,
students, degree
level education,
creative jobs,
diversity, ethical
products, internet
searches, theatre
and arts, cinema.
Newcastle’s large student
population coupled with
high numbers of
professional workers living
in houses of multiple
occupancy accounts for the
fact that over 80% of
people living in the South
Jesmond (82.6%) ward are
considered to represent this
group. Similar comments
apply to North Jesmond
(72.7%), South Heaton
(72.0%) and Ouseburn
(56.6%) wards. Over a
quarter of the population in
the Wingrove (37.0%), East
Westgate wards (28.0%)
are within this group. Other
wards with a higher than
average percentage
(17.3%) include West
Dene (18.2%).
Internet,
The
Guardian,
The Times
 The Gosforth and Great Park routes will benefit Jesmond and Gosforth residents.
This user group is highly tuned-in to social media and smartphone, search-driven
information gathering. Specific apps and web-media will help promote routes and
services whilst young people will be encouraged to use their own social networks
to spread the word and provide opinions and feedback. We will capitalise on the
current trend in cycling, especially around colour-coordinated single-speed bikes
that lend themselves to urban cycle journeys and being visible ‘on the scene’.
 Our Active Travel Centre will support young urbanites to cycle. It will be a front of
house for information and services sign-posting throughout the city, and to buddyup people with similar trips to create safety in numbers and add to their trip
ambience.
 Community engagement will take place around ‘cycle friendly areas’ in South
Jesmond, North Jesmond, Heaton, Ouseburn and Gosforth which will link into the
Transition group, business development group and artists’ quarter to help attract
people to this thriving enclave deep within the City’s industrial heritage.
 We will focus on fostering positive travel habits for life amongst this group.
April 2013
Potential
strategic
route user
‘groups’
Characteristics
Influences
Engagement strategy
Segment 2: Less affluent urban young families
- Lower travel needs, desire to own larger/faster car but behaviour
constrained by relatively low income
- Relatively less reliant on the car than other car owning groups
- Less well educated, more ambivalent about climate change
G. Municipal
Dependency:
Low Income
Families
Living in
Estate Based
Social
Housing
Living in council
houses,
dependence on
benefits, mostly
white British with
few immigrants.
Almost half of the
population of Walker ward
(49.9%) are classified
within this group, whilst
over one third of the
population of Blakelaw
(36.0%), Woolsington
(34.9%) and Byker (33.9%)
live in similar estate based
social housing. Other wards
include Kenton (28.7%),
Denton (24.5%), Lemington
(23.2%), Newburn (22.9%),
Benwell and Scotswood
(22.5%), and Fenham
(19.5%). The City average
for Newcastle is 16.1%.
High TV
viewing,
The Sun
 The Walker route will benefit Walker and Byker residents. Key references to
improving quality of life through changing trips to cycling and increasing health and
specifically disposable income will help generate interest and uptake in activities
and usage of the new routes.
 Our Active Travel Centre and its outreach activities will provide a centralised,
co-ordinated face and approach to participation. Specific and tailored letter drops,
posters, community centre and social media campaigning will set a relevant tone
that will help people choose cycling more where possible.
 Community engagement will take place around a ‘cycle friendly area’ in Fenham.
Street workshops around public realm design and road space reallocation will be
well received here and will act as a foundation for other areas.
H. Blue
Collar
Enterprise:
Upwardly
Mobile
Families
Living in
Homes
Bought from
Social
Landlords
Skilled working
class, enterprising
rather than well
educated
(note that this is
the most
comparable of
DfT segments for
this group, rather
than an exact fit)
Fenham (23.3%) has the
highest percentage. The City
average is 9.2%. A further 12
wards in the City have over 10
percent of people within this
group, including, North
Heaton (19.2%), Denton
(18.4%), Lemington (15.5%),
Woolsington and Blakelaw
(15.4%), Fawdon (14.1%),
Newburn (13.9%), Walkergate
(13.2%), Benwell and
Scotswood (13.1%), Kenton
(13.0%), Westerhope (12.4%)
and Castle (11.9%).
High TV
viewing,
The Sun
 The Walker route will benefit Heaton residents. Quality of life has improved for
some through hard work and self sacrifice, particularly around quality, family time.
Striking a work-life balance and fitting exercise into monthly journey patterns will
appeal to workers, keen to enjoy more time with their family and find a common
activity to participate in.
59
April 2013
Segment 9: Urban low income without cars
- Younger, low income, low education, high levels of unemployment
- Low travel needs, reliant on walking and public transport
- Aspire to car ownership but cannot afford a car
D. Ties of
Community:
Close-knit,
Inner City and
Manufacturing
Town
Communities
Working family tax
credit, close knit
communities,
family close by,
older houses,
inactive lifestyles,
traditional,
children, young.
On average, 11.7% of
people in Newcastle are
considered to be within this
group. Elswick (27.4%),
Walkergate (27.0%),
Wingrove (27.0%) and
Lemington (26.1%) have
the highest percentage.
Other wards with a higher
than average percentage
include; Benwell and
Scotswood (22.9%), Castle
(22.4%), Blakelaw (19.0%),
Fenham (16.8%), Denton
(13.6%), Westerhope
(13.2%) and Newburn
(13.0%).
Community
Centres
The Mirror,
The Sun
 We will begin to construct the Newburn route, which will eventually run into
Lemington. This will directly link to popular leisure elements of the National cycle
Network and provide a stepping stone for people to progress and cycle more short
journeys. Close links with industrial zone employers will be tied in to workplace
marketing campaign targeting Health and Safety and productivity themes.
 We will focus Community Outreach activities around the Elswick area through
established and respected organisations to engage local people, raise their
aspirations and help them understand how the new routes and services can help
them access the centre and training and employment opportunities more quickly
and cheaply.
 A specific focus around empowering young women and BME and minority
groups will help make cycling opportunities as inclusive as possible.
 Community engagement will take place around a ‘cycle friendly area’ in Fenham
and Arthur’s Hill that links to Elswick. Key messages and advertising at the
confluence of major strategic routes at Big Lamp junction will reinforce the
investment and priority of cycling infrastructure to all road users to persuade
‘laggers’ to follow the early adopters.
F. Welfare
Borderline:
People Living
in Social
Housing with
Uncertain
Employment
in Deprived
Areas
Poorest people in
the UK, urban
with significant
ethnic minority
presence.
Westgate ward (55.9%)
has the highest percentage
of this group, though this is
partly explained by the fact
that the ward covers the
majority of the city centre.
Other wards include:
Elswick (40.3%), Byker
(35.7%), Walker (36.3%),
Ouseburn (31.6%), and
Benwell and Scotswood
(24.1%), Kenton (17.6%),
Wingrove (17.2%) and
Fawdon (16.1%).
High TV
viewing,
The Sun
 The Newburn route will benefit Westgate and Elswick residents. This will give more
people than ever a genuine transport opportunity and onward access to the city
and training and employment opportunities. We will deploy and align
complementary services such as bike recycling to minimise barriers to cycling
whilst also engaging the community and giving them skills and confidence.
 The Walker route will benefit Byker and Ouseburn residents. Assimilation with core
obesity and inactivity programmes through established delivery bodies and bike
clubs will ensure a captive audience and effective and successful interventions.
Partnerships with current Bike clubs and activities will help cycling immersion
within the community.
 Our Active Travel Centre will service the city centre and provide and support
outreach activities targeted around Elswick, Cowgate, Walker and Byker.
 Community engagement will take place through existing, trusted projects and at
special extravaganza events that captivate the minds of residents.
60
April 2013
Appendix 5: User journeys

Characteristics: A 35 years old working mother, living in North Jesmond

Attitudes: Susie hates sitting in traffic, and is concerned about rat running in her area, but she has so much to fit into
her day that she hasn’t had time to properly consider or try an alternative. Susie’s travel behaviour is influenced by
habit. She takes her kids to school every day in the car before driving on to work. She doesn’t feel confident or capable
of cycling using the facilities currently available to her.
2013
Every weekday Susie drops her kids off at West Jesmond Primary
School before driving to work in an office in Newcastle's
Stephenson Quarter.
She drives to a Gym in Gosforth several times a week.
At the weekend Susie and her children tend to shop at out of town
supermarkets and retail parks.
2014
A cycle friendly areas project kicks off in Susie's neighbourhood.
She is involved in decisions to make changes around her kids’
school. Rat running motor traffic is reduced.
At the same time the shopping area at Acorn Road is reshaped to
give more space to pedestrians and bikes.
Involvement in the project makes Susie question her behaviour.
Suddenly doing some shopping locally with the kids looks more
attractive. The local High Street has more of a buzz about it.
However Susie still feels she needs to drive to work which means
the school run is also done by car.
2015
Susie notices the construction work going on at John Dobson
Street and pops into the Active Travel Centre in town to find out
what’s going on.
Cycling on John Jobson Street has always been impossible for
Susie, even with painted bus / cycle lanes she just feels invisible.
With the opening of a protected cycle track in February 2015,
together with the Gosforth Cycle Route, suddenly cycling to work
is possible.
61
2016
Biking to work in the City Centre is becoming a regular feature of
Susie's week.
As more of the city centre becomes bike friendly getting lost
becomes a pleasure rather than a hazard.
Shopping by bike in the city centre is now something that Susie
can consider doing with the kids.
2017
With a Low Emission Zone announced in Newcastle bringing cars
into the city centre everyday looks less attractive for Susie's
employer. Staff who bike to work are valued and the company
keeps a few electric vehicles for employees who do need to make
longer trips from the office.
Another two cycle routes open giving Susie more options cycling
into the city centre. One of her daughters moves school and is
able to use part of the Benfield route to get to school. Susie’s job
moves into the first phase of the new development on Pilgrim
Street.
Newcastle’s protected cycle lanes mean that she is kept safely
away from construction traffic.
Case study 2 – Carl

Characteristics: A 43 year old part-time employee at a café on Elswick Road in Benwell close to where he lives. He
leads a fairly inactive lifestyle.

Attitudes: Carl hears that Newcastle City Council is going to invest in cycling facilities on Elswick Road and worries
what this will mean for him. If parking spaces are removed for cycle tracks, he is worried that the business will lose
customers.
2013
Carl could earn more working in the city centre but the bus fare
and the time spent commuting mean it isn't worth his while.
He hears that Newcastle is going to invest in cycling facilities on
Elswick Road and worries what this will mean for him and his job.
62
2014
Carl goes to see his GP complaining of chest pains. He is told that
if he doesn't start taking regular exercise he is at risk of a heart
attack.
Carl is referred to the Active Travel Centre which arranges a loan
bike to help Carl get back on a bike for the first time in years.
2015
The new strategic cycle route down Elswick Road to the City
Centre opens and it doesn't take Carl long to realise that it’s now
cheap and easy for him to get to the city centre.
The first time he tries it his bike breaks down in town but he's able
to pop into the Active Travel Centre where the mechanic shows
him how to fix it.
Carl gets a new job at Eldon Square shopping centre working in a
restaurant and makes 10% more than he did before.
2017
The city centre suits Carl and he moves to work at Deputy
Manager at a new cafe opening up on the Science City site.
He cycles to work using the new West Route.
Even though Carl could now afford to run a car he says that it
doesn't really make sense to do so, he's got better things to do
with his money and is saving for a deposit to buy one of the new
homes at Scotswood. Cars seem out of place in the city centre.
Images: with permission from BikeyFace
63
Appendix 6: Full breakdown of package costs
2013-15
Scheme A: Central Gateway & City Centre
2015-16
Total
£
£1,616,746.98
£
-
£
51,280.00
£ 2,479,946.98
£
-
£1,419,590.00
DfT funding sought
£ 585,060.00
Local Authority contribution
£
Third Party contribution
Scheme C: City Centre to Gosforth and Great Park
£
£
£
-
£ 1,419,590.00
£ 585,060.00
£
-
DfT funding sought
Scheme D: City Centre to Newburn
£ 949,870.00
£ 255,670.00
£
-
£
£
£
-
£
£
£
949,870.00
255,670.00
-
DfT funding sought
Scheme E: City Centre to Walker
£ 545,400.00
£ 286,350.00
£
-
£
£
£
-
£
£
£
545,400.00
286,350.00
-
DfT funding sought
£1,206,896.00
£ 314,224.00
£
-
£
£
£
-
£ 1,206,896.00
£ 314,224.00
£
-
DfT funding sought
£1,385,000.00
£ 100,000.00
£ 120,000.00
£
£
£
-
£ 1,385,000.00
£ 100,000.00
£ 120,000.00
DfT funding sought
£
£
£
£
£
£
-
£
£
£
DfT funding sought
Scheme I: Community Outreach
£ 140,000.00
£
£ 80,000.00
£
£
£
£
DfT funding sought
£
£ 775,000.00
Year 3 scheme A: City Centre to Longbenton
£
£
£
£
DfT funding sought
£
£
Year 3 scheme B: City Centre to West Denton
-
DfT funding sought
DfT funding sought
64
£ 51,280.00
£ 863,200.00
£
-
£
£
£
-
40,000.00
-
£
£
£
140,000.00
120,000.00
£
£
£
775,000.00
£
£ 486,000.00
£
-
£
£
£
486,000.00
-
£
£ 436,132.22
£
-
£
£
£
436,132.22
-
-
65
TOTALS
Total DfT funding sought
£5,698,036.00
£
Total Local Authority
contribution
£2,404,504.00
£2,538,879.21
£ 4,943,383.21
Total Third Party contribution
TOTAL
£ 975,000.00
£9,077,540.00
£ 40,000.00
£2,578,879.21
£ 1,015,000.00
£11,656,419.21
Allowance for inflation & costs of
risks from QRA
(15% - construction projects only)
£1,054,244.35
£ 331,158.16
£ 1,385,402.51
-
£ 5,698,036.00
Appendix 7: Letters confirming support and financial contributions to costs
66
Chair of the Newcastle Cycling Forum
Members Services
Our Ref:
25 April, 2013
Gary MacDonald
Transport Team Manager
Investment and Development
Civic Centre
Newcastle upon Tyne NE1 8PA
Civic Centre
Newcastle upon Tyne
NE99 2BN
Dear Gary MacDonald,
In support of ‘Newcastle Fit for Cycling’ Cycle City Ambition Bid
The Newcastle Cycling Forum has worked with the council over the years supporting, suggesting
and cajoling in a positive partnership of cyclists and officers.
The Forum is fully in support of the ‘Newcastle Fit for Cycling’ Cycling City Ambition Bid. We want
to a see a city that



Has made progress towards achieving European levels of cycling
Is a safer, more attractive place to move through and live in for cyclists and pedestrians
Is healthier, more prosperous and sustainable
The vision for this bid is to achieve a 12% cycle mode share for trips under 5 miles and we are
confident that this can be achieved.
We look forward to working with our partners to make Newcastle a city that is ‘Fit for Cycling’.
Yours sincerely
Chair of the Newcastle Cycling Forum
67
Cathy Bull
Acting Executive Director of Adult Social Care
Adult and Culture Services Directorate
Civic Centre, Newcastle upon Tyne, NE1 8PA
Phone. 0191 2116303 Fax. 0191 2114955
Our Ref: DS/NW/Cycling01/220413
22 April 2013
This matter is being dealt with by Dr Dawn Scott, telephone: 0191 211 6443
Dear Mr MacDonald
As the Acting Director of Public Health for Newcastle City Council I am in full support of the above
mentioned application. Newcastle experiences some of the worst childhood obesity prevalence
rates in the country. In 2011/12 over 14% of children entering school and over 25% of our year 6
children were found to be ‘Very Overweight’ (National Child Measurement Programme, 2012). As
such we have a three tiered plan in place to help address this problem; the physical activity element
is as follows:
 Prevention and early intervention – increasing physical activity across the general population
 Targeted family focused prevention and intervention – increasing physical activity in those
areas of highest need determined through our robust childhood obesity data
 Increasing activity through our cities physical environment
Newcastle City Council is strongly committed to increasing every day physical activity and has
plans to invest human and financial resources through the public health grant to increase cycling
and walking in the city. Our commitment spans the promotion of physical activity at an individual
level through to changing the very fabric of the city. We believe that individuals are most likely to
make changes in an environment that positively promotes and supports people to be physical
activity. The public health team will work across the council, and across the life course to encourage
cycling by providing revenue to promote and provide information, training, and support to families
and communities and to increase cycling opportunities. As such we have committed funds to the
value of 776K to support the revenue costs of this bid.
As stated we have a significant obesity problem in the city and we believe that normalising
everyday physical activity is one way we can help address this problem. In the spirit of
‘proportionate universalism’ we therefore plan provide a city wide offer but to focus our efforts in
those communities most in need.
A steering group is in place to consider how we will increase cycling and walking. Our early thinking
spans positive promotion through the media, local events and taster sessions; a ’Reclaim your
public space’ movement has already commenced with local walking events set up as part of our
68
Change4life work – this will develop from walking to cycling as a natural progression; we will
provide cycle training and re- training for adults and children including Bike Maintenance with early
ideas to encourage mentorship and apprenticeship schemes helping people on the skills escalator
and into work.
Revenue has been set aside to undertake this work from the Public Health Grant with
additional funds for social marketing and proactive communications work with local
communities also available.
A successful bid for the capital funds would form an essential backdrop to the planned work
described.
Yours sincerely
Dr Dawn Scott
Acting Director of Public Health
69
Councillor Veronica Dunn
Cabinet Member:
Adult and Culture Services
Our Ref:
AVD/PRS
22 April, 2013
Gary MacDonald
Civic Centre
Cabinet Office
Room 254
Civic Centre
Newcastle upon Tyne
Dear Gary MacDonald,
As Cabinet member for Adult Services (including all-age public health) I am happy to support this bid.
The bidding process is timely given councils, like Newcastle, took on responsibility for leading health
improvement, earlier this month, as part of Government reform of public health. The link between health
and being active is very well known and cycling has huge potential to improve health and reduce health
inequalities; health inequalities that are particularly stark in Newcastle compared to other parts of England.
The Council is strongly committed to increasing opportunities for everyday physical activity - such as
cycling - and Dr Dawn Scott, our Acting Director of Public Health, has set out what is happening locally,
including our approach to ‘proportionate universalism’, targeting those most in need. A successful capital
bid would form an essential backdrop to the work described. We feel action in our city reflects the spirit of
guidance, such as PH41 from NICE (November, 2012), on cycling and walking. In partnership with others
we are working through our Health and Wellbeing Board on a Wellbeing Strategy for the city (out for
consultation now). This highlights good active travel routes and accessible transport is essential for decent
neighbourhoods and for connectivity between different parts of the region. I am a member of the Board.
We have a significant obesity problem in the city and I believe normalising everyday physical activity is one
way we can help address this problem. Newcastle has some of the worst childhood obesity prevalence
rates in the country. In 2011/12 14.5% of children, in reception, were obese (the worst figure in England)
and some 25% of our year 6 children were found to be ‘very overweight’ (National Child Measurement
Programme, 2012). We have significant local ambition to address issues in the social gradient and to make
cycling easier for this and future generations.
To help move the local bid forward I have agreed, in principle, revenue funding from the Public Health
Grant, with additional funds for social marketing and proactive communications work with local
communities also available.
Yours sincerely
Councillor Veronica Dunn
Cabinet Member: Adult and Culture Services
70
71
Councillor GARETH Kane
Liberal Democrat
Ouseburn Ward
Our Ref:
Your Ref:
157 Stratford Road
Heaton
Newcastle upon Tyne
NE6 5AS
Tel: 0191 265 9850
Members’ Services Unit
Tel: 0191 232 8520 Ext. 25044
Fax: 0191 211 4959
24 April 2013
Gary Macdonald
Transport Policy Manager
Barras Bridge
Newcastle upon Tyne
NE1 8QH
Dear Gary,
Support for Cycling Ambition Bid
I am writing to express the whole-hearted support of the Liberal Democrat Group on Newcastle City Council for the
Council’s £5M bid for ‘Cycling Ambition’ funding.
The Liberal Democrat Group has always been a strong supporter of cycling in Newcastle, for its obvious benefits to
reduce carbon emissions, ease traffic congestion, improve the local environment, and promote public health. The
Liberal Democrat administration drafted the city’s Cycling Strategy in 2011 and, following the change in political
control, we were pleased that the incoming Labour administration has adopted it and is moving it forward. The
Strategy received unanimous cross-party support when it was adopted last year.
If there’s anything more I or my colleagues can to support the bid, please let me know.
Yours sincerely,
Cllr Gareth Kane
Opposition Spokesman on Environment & Sustainability
72
County Hall  Morpeth  Northumberland  NE61 2EF
 Web: www.northumberland.gov.uk
Gary McDonald
Civic Centre
Newcastle Upon Tyne
NE1 8QH
Your Ref:
Our Ref:
Enquiries to:
Direct Line:
Fax:
E-mail:
RB/RM
Ruth Bendell
01670 624141
01670 625560
[email protected]
Date: 25 April 2013
Dear Mr McDonald,
In regards to: Newcastle City Council Cycle City Ambition Fund bid
Northumberland County Council would like to fully support Newcastle City Council’s Cycle City Ambition fund bid.
We believe that the bid is deliverable and will benefit cyclists by providing high quality infrastructure. It will be of
particular benefit to cyclists wishing to access the City Centre from outlying areas, including those from
Northumberland.
The County Council also confirms our willingness to participate in the delivery of bid proposals, should any crossboundary issues or proposals arise.
Northumberland County Council has a history of successful partnership working with Newcastle City Council,
including the regional cycle map project and cross-boundary cycle routes. We look forward to continuing our
successful partnership into the future.
Please do not hesitate to contact me if you require any further assistance in relation to this matter.
Yours sincerely,
Ruth Bendell
Head of Sustainable Transport
Northumberland County Council
73
74
75
FAO Mr Gary MacDonald
Newcastle City Centre
Civic Centre
Newcastle Upon Tyne
NE1 8QH
Dear Mr MacDonald,
East Coast would like to fully support Newcastle City Council’s Cycle City Ambition fund bid, as we
believe that the bid is deliverable and will offer significant benefits to those of our customers who
access our service by cycling to central station.
East Coast also confirms our willingness to participate in the delivery of bid proposals. We are
open to discussing how projects may impact on the station which is a key hub for sustainable
transport in the city.
East Coast has a history of successful partnership working with Newcastle City Council including the
current £8.6m project to redevelop the station and how it links to the Central Gateway project. We
look forward to continuing our successful partnership into the future.
East Coast is delivering an 8.6m redevelopment at Newcastle Central Station. This could incorporate
any proposed enhanced cycle provision provided at the station as part of this bid.
Please do not hesitate to contact me if you require any further assistance in relation to this matter and
we wish you well with your application.
Yours sincerely,
Tim Hedley-Jones
Stations and Property Director
76
77
78
79
80
81
82
Laura McVittie
The Hub @ Quorum Retail
Quorum Business Park
Benton Lane
Newcastle upon Tyne
NE12 8BS
Tel: 0191 287 1148
Email: [email protected]
Civic Centre
Newcastle Upon Tyne
NE1 8QH
19 April 2013
Dear Mr MacDonald,
Quorum Business Park is one of the most successful business parks in the UK, located on the edge of Newcastle
City Centre with 20 tenants employing around 4,500 staff.
We are an award winning Business Park recognised as a best practice case study for travel planning winning the
BITC Ways2Work Award in 2012 and 2013, ACT Travelwise Commuter Friendly Workplace of the Year in 2011
and we were recently presented with the NE Business Award for Corporate Responsibility and Environment.
Quorum would like to fully support Newcastle City Council’s Cycle City Ambition fund bid as we believe that the bid
is deliverable and will offer the following benefits for tenants and employees:

Improved cycle routes to/from work (particularly the Longbenton Strategic Cycle Route).

The scheme will help to create a buzz around cycling and should encourage more people to try cycling and
fit it into their everyday lives and activities.

Increase training and cycle maintenance opportunities.

Improve safety for cyclists in the city.

Improve the health of people in the region and the infrastructure could be used to support the Better Health
at Work Programmes we have running on the park.
We are also willing to participate in the delivery of bid proposals. I, as the full-time Commuter Centre
Manager, will continue to promote cycling to all tenants and employees on the park though the following
initiatives:

83
Active Quorum Bicycle User Group (BUG) with around 200 members.

Regular events as part of our cycling calendar including DR Bike’s, Group Bike Rides, BUG Meetings
and Adult Cycle Training sessions.

Participation in national campaigns such as Bike to Work Week.

Free Pool Bike service for people working at Quorum.

Hand out freebies and incentives for cyclist’s i.e. reflective clothing, water bottles, vouchers for local
bike shops etc.

Provide on-site cycling infrastructure and facilities such as covered cycle parking and showers.
Quorum has a history of successful partnership working with Newcastle City Council including promotion of the
Bike Right adult cycle training course and cycling events in the City Centre. We look forward to continuing our
successful partnership into the future.
Yours sincerely,
Laura McVittie
Commuter Centre Manager
Quorum Business Park
84
Intu Shopping Centres plc
The Management Suite
Eldon Square
Newcastle upon Tyne
NE1 7JB
23rd April 2013
Intu Shopping Centres plc
Centre Management Offices
Metrocentre
Gateshead
NE11 9YG
FAO Mr Gary McDonald
Civic Centre
Newcastle Upon Tyne
NE1 8QH
Dear Mr McDonald,
Newcastle City Council Cycle City Ambition Fund bid
Intu Metrocentre and Intu Eldon Square, part of Intu Shopping Centres PLC, would like to fully support Newcastle City
Council’s Cycle City Ambition fund bid as we believe that the bid is deliverable and will build on current activities at both
Centres.
Around 10,000 staff work across both shopping centres with many more at peak and with an annual estimated footfall of 59
million customers. As the landlord we work closely with our tenants (retailers) in all aspects and this includes how people travel
to the centres.
We also confirm our willingness to participate in the delivery of bid proposals. We will promote new initiatives to both
staff and customers and provide free-of-charge promotional space to the project.
Intu (formerly Capital Shopping Centres) has a history of successful partnership working with Newcastle City Council (and
Gateshead Council) over many years through active travel plans at both Intu Metrocentre and Intu Eldon Square. Each centre
has a nominated sustainable travel “champion” who work alongside Intu’s Sustainable Travel Manager in all areas of
sustainable travel.
We are heavily involved in Tyne and Wear’s Local Sustainable Travel Fund project and would expect this project to build on
the work already planned through that project.
We look forward to continuing our successful partnership into the future.
Yours sincerely,
Steve Beverley
Sustainable Travel Manager
Intu Shopping Centres PLC
85
Civic Centre
Newcastle Upon Tyne
NE1 8QH
The Cycle Hub
Ouseburn,
Quayside,
Newcastle upon Tyne
NE6 1BU
19 April 2013
Dear Mr MacDonald
The Cycle Hub would like to support Newcastle City Council’s Cycle City Ambition fund bid.
Newcastle’s first Cycle Hub, is a social enterprise whose aims are the development of cycling by providing a range of cycling
related activities and services as well as acting as a focal point for the promotion of cycling in the city.
The Cycle Hub was established in 2012 with private sector funding (£100K) from a number of Newcastle based cycling related
companies and with broader support from a wide range stakeholders in the regional and in partnership with Newcastle City Council.
The successful first year of operation has seen the establishment of the Hub as a recognized local cycling facility providing a range
of cycling related activities and services for both local people and visitors to the city.
Facilities include a cycle café, information point, bike hire and workshop, social rides and cycle training for the inexperienced
cyclist, cycle maintenance courses and a variety of other cycling related social and business events. The Cycle Hub has provided
employment for 6 people within the first year and is well on the way to being a sustainable model for future such Hubs in the City.
The Cycle Hub welcomes the opportunity to continue to work in partnership with Newcastle City Council and supports the Cycle
City Ambition Fund Bid. Plans over the coming 3 years will see The Cycle Hub invest a further £100K in the continued development
of the facilities and services, increase employment by an additional 4 people.
Working in partnership with other cycling focused local organisations and businesses and the proposed Active Travel Centre in the
city centre, The Cycle Hub will act as a training and resource centre, encouraging more people to cycle and learn to cycle in a safe,
fun and relaxing environment on Newcastle’s Quayside. Cycling training schemes will target groups of people who currently don’t
cycle to encourage improvements in heath and access to employment.
Located in the Ouseburn The Cycle Hub will work as part of Ouseburn Futures and contribute volunteer time and facilities for the
DIY streets approach implementation proposed for the Ouseburn community.
Kind regards
Paul Snedker
Director
The Active Travel Centre
86
Civic Centre
Newcastle Upon Tyne
NE1 8QH
19 April 2013
Dear Mr MacDonald
Saddle Skedaddle would like to support Newcastle City Council’s Cycle City Ambition fund bid.
Saddle Skedaddle is the UK leading cycling holiday specialist. Based in Newcastle at the Active Travel Centre the company
as established 16 years ago and has a reputation for good customer service and the high quality of its holidays resulting in
excellent levels of repeat business. While Skedaddle offers holidays throughout the UK, Europe and worldwide,
approximately 50% of its customers undertake holidays that start and finish in Newcastle along the Hadrians Cycle Way, Sea
to Sea and Coast and Castles
The company employs 13 people full time staff and over 40 guides a significant proportion of which are based in the North
East. As a Newcastle based company Saddle Skedaddle is committed to supporting the development of cycling in its home
town. The directors of the business are involved with a variety of organisations and bodies within the city that help promote
cycling.
Working in partnership with Newcastle City Council, Saddle Skedaddle has been instrumental in the development of the
Active Travel Centre and provided part of the funded to help start this social enterprise.
Saddle Skedaddle welcomes the opportunity to continue to work in partnership with Newcastle City Council and supports the
Cycle City Ambition Fund Bid and will continue to volunteer management time to help in the implementation of what it believes
is a deliverable plan that will provide a variety of economic social health and environmental benefits to the city.
Located in the Ouseburn Saddle Skedaddle will work as part of Ouseburn Futures and contribute volunteer time for the DIY
streets approach implementation proposed for the Ouseburn community
Kind regards
Andrew Straw
Director
87
Gary MacDonald
Civic Centre
Newcastle Upon Tyne
NE1 8QH
19 April 2013
Dear Mr. MacDonald
Reference Newcastle City Council’s Cycle City Ambition fund bid
Hopkirks Cycle Centre would like to support Newcastle City Council’s Cycle City Ambition fund bid.
My family business was established in 1936 and we’ve been successfully getting more bums on saddles since then. It’s
our pleasure to support the Newcastle City Council’s Cycle City Ambition fund bid.
We sell a number of big international brands as well as some niche products from closer to home. Everyone at Cycle
Centre is a regular cyclist and we offer our expertise to families and other folks who’d like to take up cycling or who
want to start using their bikes more frequently.
We work in partnership with Newcastle City Council and many other local employers such as Sage, Newcastle
Hospitals Trust, the Department for Work and Pensions, Nissan and many more to encourage people to cycle to work.
We support the Sustrans Bike It officers in encouraging families to cycle more. This bid offers a great opportunity to
further develop our work with Newcastle City Council in encouraging all forms of cycling.
I’d be happy for you to contact me should you require any help.
Kind regards
Jill Hetherington
Director
250 Shields Road
Newcastle
NE6 1DX
0191 2651472
[email protected]
www.cyclecentreuk.co.uk
88
Unit 2 Railway Arch
Hannington St,
Byker,
Newcastle NE6 1JT
Tel 0191 265 4197
Mobile 07737526020
A Charity and a social enterprise
Civic Centre
Newcastle Upon Tyne
NE1 8QH
Dear Mr MacDonald,
Recyke y'bike would like to fully support Newcastle City Council’s Cycle City Ambition fund bid as we believe that
the bid is deliverable and will offer the Cycling City constituency a central organisation to meet their daily
requirements to keep them on the road and to help to keep cars out of the city.
Recyke y'bike also confirms our willingness to participate in the delivery of bid proposals. We have been
recycling bikes for almost 7 years and we receive around 200 donated bikes each month and sell cheap
refurbished and reliable bikes to students, commuters and families in the north east. We offer repairs and
servicing and training in bike maintenance to keep cyclists on the road and we offer training to qualify around
45 regular volunteers as bike mechanics. Our mission is to get more cyclists on the road – in line with the
Ambition Fund bid.
As a charity and social enterprise we are not in a position to offer cash support but we will fully support the
bid in kind providing the expertise of our Board of Trustees, our social media marketing networks and our
history of campaigning for cycling in the city.
Recyke y'bike has a history of successful partnership working with Newcastle City Council including inception and
implementation of the Newcastle Bike Film Festivals; participation in the Bike Week; support for the Council’s Bike
User Group; active membership of the Cycling Forum and promotion of the Healthy City initiative. We look forward
to continuing our successful partnership into the future.
Yours sincerely,
Pete Pickard
General Manager
Recyke y’bike
89
Sustrans
Cross House
Westgate Road
Newcastle upon Tyne
NE1 4XX
T: 0191 261 6160
F: 0191 261 4500
Information: 0845 113 00 65
www.sustrans.org.uk
Gary MacDonald
Civic Centre
25 April, 2013
Dear Gary,
Sustrans would like to fully support Newcastle City Council’s Cycle City Ambition fund bid. We have been working very closely
with you for many years on sustainable transport projects and believe that the Council has reached a critical point with both the
political will and clear vision to make a step change in the City’s travel culture. Working alongside the Cycle Forum, we have
helped to shape and inform your Cycling Strategy which sits at the heart of the bid. This ensures the buy in of not just Sustrans
but the wider cycling community. Added to this is the Council’s significant investment plans to use transport, local development
and public health funding to make major improvements to support sustainable travel in the City; creating a real sense among
stakeholders that we are moving in a very positive direction. However, to make that critical ‘step’ change the City will need the
financial boost of the Cycling Ambition Bid to deliver truly transformational change.
To support you in your ambition, Sustrans are able to offer match funding set out in the table below:
Project element
Match funding amount (£)
Funding period
DIY Streets / Local Centres
100,000
2013-2015
Active Travel Centre and
Community Outreach
120,000
2013-2016
Sustrans have an 18-year history of successful partnership working on sustainable transport projects with Newcastle and we
would be very keen to work with you on the delivery of your bid should you win. Having seen the detail of your proposals set
against the support framework and funding you have in place, we feel this is highly deliverable and a unique opportunity to
generate enormous social, economic and environmental benefits for the City.
We look forward to continuing our successful partnership into the future.
Yours sincerely,
Bryn Dowson
Director, North East England
90
CTC’s local campaigning network
32 Hawthorn Walk
Newcastle upon Tyne
NE4 7HP
Tel: 0191 273 8042
Email: [email protected]
14 April 2013
Gary Macdonald
Civic Centre
Newcastle upon Tyne
NE1 8QH
Dear Gary
Newcastle City Council Cycle City Ambition Fund bid
CTC would like to fully support Newcastle City Council's Cycle City Ambition fund bid as we believe that the bid is
deliverable and will provide significant benefits for cyclists of all abilities.
We also confirm our willingness to participate in the delivery of the bid proposals and we especially look forward to
be being involved at the detailed design stage of the infrastructure schemes in the bid.
CTC has a history of working closely with Newcastle City Council on cycling infrastructure schemes, and we look
forward to continuing to do so in the future.
Please contact me if you need any further details.
Yours sincerely
Heather Evans
CTC local campaigner – Northumberland, Tyne & Wear, Durham
CTC, the national cycling charity
91
Mr Gary MacDonald
Civic Centre
Newcastle Upon Tyne
NE1 8QH
19th April 2013
Dear Gary,
Re: Newcastle City Council Cycle City Ambition Fund Bid
I am writing with regards to your application for significant funding to the Department of Transport for a
“Cycle City Ambition” grant.
Newcastle City Council has committed to a formal partnership in 2013/14 with British Cycling to increase
recreational cycling participation in the area. Together we will work closely with the Council’s transport
team, leisure services, public health authorities, the County Sports Partnership and other cycling
stakeholders in the city to ensure a solid foundation to a joined up approach to cycling promotion.
Through a range of initiatives such as Sky Ride Local, Breeze and Social Cycling Groups we aim to
continue our promotion of cycling activity to local residents and visitors alike. With the Olympic, Paralympic
and Tour de France successes of 2012, we continue to inspire further participation at grass-roots level and
bring greater use to the new and existing cycling infrastructure in Newcastle upon Tyne.
This summer will see a mass-participation cycling event in central Newcastle, which will attract thousands
of cyclists onto a traffic free route to take part in the City’s first Sky Ride event. This will be a very high
profile event and will be an excellent opportunity to highlight the various cycling projects, clubs and
opportunities to cycle in the area and will also kick start the Sky Ride Local programme of guided rides.
As such I can confirm, on behalf of British Cycling, our support to you in your application for a Cycle City
Ambition grant. This would enable more infrastructure development to provide even more opportunities and
places for people to cycle and subsequently with our partnership work increase cycling participation in the
area.
Yours sincerely,
Peter Riddell
Recreation Manager (North East)
British Cycling
92
93
94
95
Gary Mc Donald
18 | 04 | 2013
Dear Gary:
The Ouseburn Trust is pleased to support Newcastle City Council’s Cycling City Ambition fund application. It
complements the support offered by Ouseburn Futures, with whom the Trust works collaboratively on activities that
affect the Ouseburn Valley.
As one of the oldest established community groups in the Ouseburn Valley the Trust is in a unique position of having
an overview of the majority of projects and plans for the area. We undertake many regeneration activities across a
number of different programmes. One of these is the Victoria Tunnel, the number one visitor attraction in Newcastle
on Trip advisor, and as a responsible tourism destination are keen to support more environmentally methods of
transport.
Our work requires us to work with a wide range of partners and feedback from them suggests that alternative
methods of transport are healthy and lead to greater levels of community engagement. We know from first hand
experience that many of the Trust’s staff and visitors use the existing cycle routes and would like to have more.
We are firmly convinced that this application would have many beneficial affects on the valley and the city generally
and wholeheartedly give our support to the application.
Yours Sincerely,
Peter Kay
Chief Officer
96
Ouseburn Futures
LIVE WORK PLAY AND LEARN IN NEWCASTLE’S HISTORIC VALLEY
To: Gary MacDonald, Newcastle City Council
17/4/2013
Dear Gary, Ouseburn Futures would like to state their support for Newcastle City Council’s Cycle City Ambition Fund bid. Ouseburn is a unique location on the edge of the City Centre. Once the cradle of Tyneside’s industrial revolution its striking townscape has been re‐invigorated through imaginative, culture led regeneration. It is home to around 400 businesses, including a nationally recognised creative cluster, has an expanding residential population with 500 homes at present and a further 800 new units expected by 2016, attracts 400,000 visitors per year to its family attractions and arts and music venues and is the location of Newcastle’s first Active Travel Centre. Hadrian’s Cycleway runs along its southern boundary and the proposed Walker Strategic Cycle Route runs to the north. The opportunity to apply the DIY Streets approach to Ouseburn would allow us to take a comprehensive look at the varied transport needs in the area. To maintain the ‘urban village’ character, improvements should prioritise pedestrians and cyclists to create direct, safe routes to schools, services and employment, while still supporting a vibrant business community and maintaining the area as a family friendly and night‐time visitor destination. We feel that improvements to the area are highly deliverable ‐ Ouseburn Futures are already working closely with Newcastle City Council to develop community led transport proposals, and a key pedestrian and cycle crossing point will be put in place this financial year. There are also a number of significant opportunities to improve infrastructure around development sites that are either currently on site or coming forward in the near future. We are keen to work with Newcastle City Council to deliver these proposals. Representation on the Ouseburn Futures Group provides a strong base from which to engage with the local community on the development of plans, and we will co‐ordinate this input. Our support will be ‘in kind’ volunteer time of approximately 2 days per month. We will push for appropriate amounts of Section 106 and Community Infrastructure Levy to be spent on pedestrian and cycling related projects, encourage our businesses, organisations, visitors and residents to use the improved infrastructure and we will seek additional sources of community based funding. 97
Ouseburn Futures was established in summer 2012 and is made up of organisations, businesses, residents and individuals with an interest in the area. Newcastle City Council devolved ownership of the area’s regeneration plan to the group in February 2013, with the aim to deliver future phases of regeneration with the Council as an equal partner. This follows on from many years of successful partnership working by the Ouseburn Management Board, the Ouseburn Regeneration Team and the Ouseburn Partnership. In terms of transport these groups have overseen the production of the Ouseburn Parking and Accessibility Study and the delivery of traffic calming schemes, cycle and pedestrian infrastructure improvements, and a signage and information scheme. Yours, Sue Bright Ouseburn Futures c/o Newcastle Autocentre (Byker) Ltd
Hannington Place
Newcastle upon Tyne NE6 1JU
Chair: Sue Bright [email protected]
98
19th April 2013.
Mr Gary MacDonald
Civic Centre
Newcastle Upon Tyne
NE1 8QH
Dear Mr MacDonald,
Re: Newcastle City Council Cycle City Ambition Fund bid
I am writing to you to state Kids Kabin’s support for the Newcastle City Council’s Cycle City Ambition Fund
bid. Kids Kabin is a charity providing practical, hands-on educational opportunities for young people in some
of the most disadvantaged areas of Newcastle – specifically Walker, Cowgate and Byker. We run a wide
range of practical and creative workshops and activities including woodwork, pottery, cookery, drama,
glasswork and other arts.
In addition to these we also run a wide range of cycling and cycling related activities. We have a bike repair
workshop, we take children and families on bike rides, we run repair sessions with schools and we run street
based, mobile bike repair sessions.
Consequently, we are supportive of this bid. We are particularly interested in how children and families from
disadvantaged neighbourhoods can cycle more and feel safer when cycling. The plans about ‘People
Friendly Suburbs’, ‘Cycle Friendly Areas’ and ‘Cycle 4 Health Areas’ all have huge potential to complement
the work we do. We are already working with the Change 4 Life programme to deliver a range of cycling
activities in Walker and Byker (as mentioned above).
We would be interested in working together to promote these projects where and when we can.
Please contact me if you wish to discuss this further,
Yours sincerely
Will Benson
99
19th April 2013
Civic Centre
Newcastle Upon Tyne
NE1 8QH
Dear Mr MacDonald,
Seven Stories - National Centre for Children’s Books would like to fully support the Ouseburn
Futures response to Newcastle’s Cycle City Ambition bid. We believe that the bid is deliverable
and is a demonstrable commitment to Newcastle’s carbon neutral aims. More importantly,
particularly for an organisation such as ours whose primary focus is children and young people,
it will make the City safe, more accessible and easier to move around for residents and
visitors, and will contribute to vital sustainability and environmental targets that ensure
greater wellbeing for the families of the future.
Seven Stories – National Centre for Children’s Books is a significant family visitor attraction,
with around 80,000 visitors per year. These visitors are attracted from Newcastle, the
Northeast region, across the UK and beyond. It is essential that there are safe and direct
pedestrian and cycle routes, to encourage healthy days out and good connections to city
centre destinations and transport hubs. This bid would provide a valuable opportunity to
review accessibility for disabled visitors and to better manage journeys made by coach and
car.
We have a history of successful partnership working with Newcastle City Council, Nexus and other
cultural venues on transport and sustainability initiatives and public transport promotions. We look
forward to continuing our successful partnership into the future.
Yours sincerely,
Kate Edwards
Chief Executive
100
Seven Stories – The National Centre for Children’s Books
30 Lime Street, Ouseburn, Newcastle upon Tyne, NE1 2PQ
Tel: 0845 271 0777
www.sevenstories.org.uk
Registered Charity Number: 1056812
19th April 2013
Civic Centre
Newcastle Upon Tyne
NE1 8QH
Dear Mr MacDonald,
I, Sharon Thomas and the Toffee Factory Team would like to fully support Newcastle City Council’s Cycle City Ambition fund
bid as we believe that the bid is deliverable and will offer the following benefits:









Improved safety for cyclists
Health and happiness of newly recruited cyclists, where exercise will be part of a more regular routine – especially
important as pools and leisure centres closing
Improved air quality for cyclists, residents and pedestrians – great for asthma sufferers and everyone else
Safety for pedestrians as fewer cars on road
Improved speed of public transport, as fewer cars on the road (especially with the dedicated cycling lanes)
A more friendly, laid back feel to the City rather than hostile, aggressive environment
Long-term thinking about the sustainable future of the City
Individuals saving a huge amount on alternative means of travel, so more to spend elsewhere within the City
Envy and renown nationally and internationally, and lots of positive press and publicity Newcastle City Council leading
the way for positive change – being at the forefront of innovative new thinking and starting the cycling revolution!
Toffee Factory is managed on behalf of Newcastle City Council by Creative Space Management. This partnership works well,
and we have a brilliantly designed building with cycle racks outside the building and showers and lockers on each floor for
cyclist’s use. Because of this, around 1/5 of the employees in our building’s 24 individual companies cycle regularly, which
goes up in the summer months to a substantial amount of people cycling to work. Some travel up to 30 miles a day, to and
from work.
We purchased 4 bikes when we set up the building, which we loan out free for people within Toffee Factory to use, especially
for those who can’t cycle to work. We also have strong links with the neighbouring Bike Hub/Hopkirks, who service our 4 bikes
and also run a regular bike surgery here for our tenants, to encourage them to get to know their bikes and promote safer
cycling. Our own bikes are used for nipping along to town or to meetings, or cycling home at lunchtime, and the bikes have
been a great success, so I can only imagine that improved cycleways will capitalise on this further. Our building is adjacent to
Hadrian Cycleway, and we have been fully supportive on the consultation process of having double yellow lines installed along
that route – in fact the Council are hopefully implementing them this month.
Yours sincerely,
Sharon Thomas
Customer Service Administrator
Toffee Factory
Lower Steenbergs Yard
Quayside
Newcastle upon Tyne
NE1 2DF
101
SAYES @ John Boste Youth
Centre
Welbeck Road
Walker
Newcastle upon Tyne
NE6 3BT
Tel: 0191 262 6451
Fax: 0191 263 8692
Civic Centre
Newcastle Upon Tyne
NE1 8QH
24th April 2013
Dear Mr Gary MacDonald,
In regards to: Newcastle City Council Cycle City Ambition Fund Bid
St Anthony’s Youth Education & Support (SAYES) would like to fully support Newcastle City
Council’s Cycle City Ambition fund bid as we believe that the bid is deliverable and will offer the
following benefits, improved health benefits for children and young people from the East End of
the City through the community outreach initiative as well as increasing their confidence to use
cycle friendly area’s to get about on a daily basis.
St Anthony’s Youth Education & Support (SAYES) also confirms our willingness to participate in
the delivery of bid proposals. We will continue to deliver our bike repair and maintenance project at
the youth centre so that children and young people have access to safe and road ready bikes.
St Anthony’s Youth Education & Support has a history of successful partnership working with
Newcastle City Council. We look forward to continuing our successful partnership into the future.
Please do not hesitate to contact me if you require any further information in relation to this matter.
Yours sincerely
Jodie Grieveson
Project Manger
Charity Registration: 1130531
102
Company Number: 6917895
Appendix 8: Scheme Impacts Pro Forma
A Scheme Impacts Pro Forma has been completed for each scheme element and is provided electronically on CD
alongside this Business Case document.
An Appraisal Summary Table is provided in Appendix 3.
A full Economic Appraisal Report is provided in Appendix 9.
103
Newcastle Cycle City Ambition Appendix 9: Economic Appraisal Report
April 2013
Newcastle Cycle City Ambition
Appendix 9: Economic Appraisal Report
April 2013
1
Introduction
This report presents the methodologies used to estimate the potential economic value of the interventions
proposed through the Newcastle City Council bid to the Cycle City Ambition fund.
The report covers programme expenditure for the 2013 – 2015 financial years only.
Using the Department for Transport WebTAG guidance for the appraisal of walking and cycling schemes, we
estimate the economic value of the health, decongestion, carbon, accident and amenity benefits. The forecast
impact of the various interventions is based on evidence for changes in cycling levels collected from other
similar interventions. Non-monetised benefits, including those to the community, are not included in these
calculations.
The first section of the report details the assumptions and methodologies used to calculate impacts on cycling
for each of the interventions included in the proposal. We then go on to describe the calculations for each
intervention. An appraisal summary table is appended to this report. This includes these monetised values and
other, qualitative, impacts.
All calculations reported herein can be made available to bid assessors upon request.
105
April 2013
2
Methods and assumptions
In order to model the interventions put forward by Newcastle City Council, a number of assumptions are
required, particularly in relation to the population and current cycling mode share. A number of parameters are
also required in order to calculate the economic benefits of the different scenarios. The most recent values for
these parameters have been obtained through consultation of the WebTAG guidance.
2.1
Population
The population data used within this modelling exercise are taken from the estimates of ‘all usual residents’ in
the 2011 Census 11. Data from wards within the Newcastle City Council area have been used for city wide
interventions. For modelling around the impact of route improvements, the populations in the wards surrounding
the routes are taken (including some wards in the Gateshead area for the most central route developments). For
other elements of the programme, the population used in calculations is that corresponding to a specific area as
stipulated in the proposals.
2.2
Current cycling mode share and cycle trips per person
The current mode share for cycling trips has been taken from Newcastle City Council area data from a Tyne and
Wear-wide household travel survey. The overall Council area mode share is 1.01%. Where interventions are
focused upon a specific part of the city, the cycling mode share from the wards impacted are used. This has
been combined with the National Travel Survey (NTS) estimate of the average number of trips under 5 miles per
person residing in the North East of England 12 to estimate the average number of cycle trips per person per
year.
2.3
Evidence for change following interventions
Potential changes in levels of cycling following interventions have been estimated using evidence on the impact
of interventions
In the following scenarios we draw on a range of data sources relevant to the interventions planned by
Newcastle City Council, details of which are presented in section 3.
The precedents for transferability are not well-established. The areas for which data are available may not be
directly comparable to the city area, and translating empirical observations into an expression of value for
money often presents a further challenge. We have dealt with these by applying conservative assumptions
when comparing different types of area, and applying established frameworks and conventions for economic
appraisal, largely based on Webtag. Although we acknowledge the difficulties in translating available evidence
to Newcastle, we have sought to make clear in the report the evidence basis for the modelling, the nature of the
assumptions made, and the relative applicability of the results. The conclusions from each stage of the
modelling exercise are considered to be indicative.
Details of the specific data sources relied upon are provided in sections detailing the modelling of individual
interventions.
2.4
Assumptions around car km replaced and valuation of carbon and
decongestion benefits
Where the percentage of cycle trips which are replacing car journeys is not available for an intervention, the
average value for cyclists on the National Cycle Network in 2012 has been used (28.4%).
A decongestion rate of 35.9p km-1 has been used, taken from Department for Transport guidance. This is based
on a 2013 scheme opening year, calculated at 2010 prices and then increased by inflation to 2013 prices (2.5%
per year).
11
Available via http://www.nomisweb.co.uk/default.asp
Table NTS9911, accessible here: https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/35743/nts2011index.xls
12
106
April 2013
Carbon savings have been calculated using a value of 0.194kg CO2 per km. This is based on an average car of
unknown fuel type in 2012 13. This has then been converted to a monetary amount by applying a value of £53
per tonne 14.
2.5
Assumptions around calculation of health benefits
Health benefits are calculated using the World Health Organisation’s Health Economic Assessment Tool
(HEAT). Within the HEAT calculation, a Value of a Statistical Life of €1,574,000 has been used. This is the
standard value used across Europe. The mortality rate for the United Kingdom in the WHO’s European Detailed
Mortality Database has been used (456.73 deaths per 100,000 persons per year). Within the HEAT tools it is
assumed that there is a build up of uptake in cycling over three years, and a build up of benefits over five years,
after which benefits remain constant for the remainder of the appraisal period.
2.6
Assumptions around ambience
An amenity benefit of 7.02p/minute 15 has been applied for existing cyclists. As per WebTAG guidance unit
3.14.1, the amenity benefit is halved for new cyclists. Cyclists are assumed to cycle 14km/hour on average.
2.7
Assumptions around trip length
Unless more specific data are available, cycle trip distances are assumed to be 4.8km, based on NTS 2011
data 16. Where a car trip is replaced, the car km replaced is assumed to be equal to the distance of the cycle trip
replacing the car journey.
2.8
Appraisal periods adopted
Calculations are reported using two appraisal periods – ten years and 30 years. Benefit to cost ratios are
calculated assuming the situation where 100% or 50% of the calculated benefits are achieved.
2.9
Optimism bias
Benefit to cost ratios are calculated using un adjusted total costs and cost adjusted to include a +10% optimism
bias.
13
using: https://www.gov.uk/government/publications/2012-greenhouse-gas-conversion-factors-for-company-reporting
Based on 2012 prices obtained from:
https://www.decc.gov.uk/assets/decc/what%20we%20do/a%20low%20carbon%20uk/carbon%20valuation/1_20090715105804_e_@@_
carbonvaluationinukpolicyappraisal.pdf
15
Valuation for off-road segregated cycle track taken from the following report and then inflated to 2012 prices:
Hopkinson, P and Wardman, M (1996) Evaluating the demand for cycling facilities, Transport Policy Vol. 3 No. 4 pp. 241-249
16
Table NTS0306 converted to kms, accessible here:
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/35743/nts2011-index.xls
14
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April 2013
3
Modelling individual interventions
3.1
Route development
The development of strategic routes linking to Newcastle City Centre is a key part of the Cycle City Ambition
bid. Elements included in the proposal are:




The Central Gateway and Great North Cycleway developments, enhancing provision in the city centre
The Gosforth and Great Park routes to the north of the city centre
The Newburn route to the west of the city centre
The Walker route to the east of the city centre
This section of the report describes modelling undertaken to estimate the potential impacts of these
developments.
3.1.1
Evidence
In order to model the impact of the development of these routes into the centre of Newcastle, three sources of
data have been used. The estimated additional cycle trips generated is the average of the figures modelled
using each of the following evidence sources:
 Conversion of 100% major road with no cycling facilities and minor roads with no cycling facilities to
non-segregated on road cycle lane
 Conversion of 100% major road with no cycling facilities and minor roads with no cycling facilities and
non segregated on road cycle lane to segregated on road cycle lane
 Barclays Cycle Super-Highways pilot scheme
17
In the first two cases, change in cycling has been modelled using the findings of Wardman et al. which
estimate the growth in cycling levels expected when cycle facilities are introduced or improved. Modelling has
been undertaken around the creation of segregated and non-segregated on road cycle lanes.
The third case models the percentage growth in cycling observed on the two pilot superhighway routes in
London 18. The routes are wide cycle lanes with blue surfacing and additional interventions at junctions, including
mirrors at signal control junctions. The evaluation was undertaken one year after the routes were launched and
although some continued growth is likely, in this scenario only the initial growth has been modelled as there is
no evidence available of longer term impacts. A 46% growth in cycling was observed along the routes and
Transport for London research has found that cycle numbers on parallel routes have also increased, which
suggests that the growth is not due to displacement from other routes. The growth factors used in each of three
radial route scenarios are reported in Table 3-1.
Table 3-1 Growth in cycling levels associated with infrastructure interventions
Increase from base level
Conversion of 100% major road with no cycling facilities and
minor roads with no cycling facilities to non-segregated on road
cycle lane
33%
Conversion of 100% major road with no cycling facilities and
minor roads with no cycling facilities and non segregated on
road cycle lane to segregated on road cycle lane
52%
Implementation of Barclays Cycle Superhighway type routes
46%
Wardman, Tight and Page (2007) Factors Influencing propensity to cycle to work Transportation Research Part A 41:339350
18
http://www.tfl.gov.uk/assets/downloads/roadusers/BCS-pilot-evaluation-report.pdf
17
108
April 2013
3.1.2
Population impacted by the routes
The population anticipated to benefit from the routes is based on the population of the key wards through which
the routes pass. Existing levels of cycling are based on cycle mode share recorded in the household travel
survey.

For the Central Gateway and Great North Cycleway developments, the population within Wards in the
centre of Newcastle and those connected to the centre along the Strategic Cycle Routes (including
Wards in the Gateshead local authority area): 203,341 people

For the Gosforth and Great Park routes, the population of East Gosforth, Fawdon, North Jesmond,
Parklands, South Jesmond, West Gosforth, West Gosforth and Wingrove Wards are assumed to
benefit: 75,544 people

For the Newburn route, the population of Benwell and Scotwood, Elswick and Westgate Wards are
assumed to benefit: 35,951 people

For the Walker route, the population of Byker, Ouseburn, South Heaton, Walker and Walkergate are
assumed to benefit: 54,686 people
Table 3-2 Population impacted by the routes and assumed base levels of cycling
Route
Population
benefiting
Central Gateway/Great
North Cycle Way
Number of trips per
person per year (NTS)
% cycling mode share
in population
19
benefiting
Existing cycle trips
per year
203,341
596
1.13
1,367,255
Gosforth and Great Park
route
75,544
596
0.91
407,614
Newburn route
35,951
596
0.94
201,590
Walker route
54,686
596
1.14
370,342
3.1.3
Decongestion and carbon benefits
Decongestion benefits are calculated from the number of car km replaced. Car km replaced is estimated by
applying the expected growth in cycling trips based on the available evidence (Table 3-1) and assuming that
28.4% of the new cycling trips generated would have been made previously by car. Each car trip replaced is
assumed to be the same distance as the cycle trip replacing it (ie, the average cycling trip distance). Car km
replaced are multiplied by a standard decongestion value.
Average emissions values are used with car km to estimate carbon dioxide saved. This is valued using a
standard value per tonne.
19
Using data from the Newcastle household survey
109
April 2013
Table 3-3 Estimated annual value of decongestion benefit with infrastructure interventions
Estimated km per year abstracted
from the road network
Route
Estimated annual value of
20
decongestion benefits (£)
Central Gateway/Great
North Cycle Way
810,664
£291,028
Gosforth and Great Park
route
241,680
£86,763
Newburn route
119,525
£42,910
Walker route
219,581
£78,830
Table 3-4 Estimated annual value of carbon emissions savings with infrastructure
interventions
Intervention type
Estimated km per year
abstracted from the road
network
Tonnes of CO2
21
saved per year
carbon emissions savings
22
(£)
Central Gateway/Great North
Cycle Way
810,664
157
£8,335
241,680
47
£2,485
Newburn route
119,525
23
£1,229
Walker route
219,581
43
£2,258
3.1.4
Health benefits
The forecast cycle trips before and after the development of the route were used to estimate the total number of
trips per day. This is used with the average cycling trip length to estimate the total health benefit.
Table 3-5 Estimated annual mortality benefit with infrastructure interventions
Intervention type
Central Gateway/Great North Cycle
Way
Mean annual net present
value of mortality benefit
(£)
10 year value of mortality
benefit (£)
30 year value of
mortality benefit (£)
£1,060,461
£10,604,611
£31,668,180
£316,009
£3,162,644
£9,444,492
Newburn route
£156,727
£1,571,527
£4,691,582
Walker route
£287,049
£2,870,485
£8,572,274
20
Assuming a decongestion rate of 35.9p km-1 based on a 2013 scheme opening year calculated at 2010 prices, then increased by
inflation to 2013 prices (2.5% per year)
21
Assuming 0.194kg CO2 per km. This is based on an average car of unknown fuel type in 2012 (using:
https://www.gov.uk/government/publications/2012-greenhouse-gas-conversion-factors-for-company-reporting)
22
Assuming £53 per tonne in 2012 (using
carbonvaluationinukpolicyappraisal.pdf)
110
April 2013
3.1.5
Overall benefits
The combined costs and benefits of the route developments described above have been calculated. Benefit
Cost Ratios have been provided for projected costs and also projected costs increased by an optimism bias of
10%.
Table 3-6 Costs and benefits of all route developments
Benefits over 10 years
Total costs
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
Unadjusted costs
£6,447,540
£12,815,790
2.0:1
£36,905,190
5.7:1
Costs increased by 10%
£7,092,294
£12,815,790
1.8:1
£36,905,190
5.2:1
Benefit Cost Ratios have also been calculated based on a scenario where only half of the benefits produced
within the modelling work described above are achieved.
Table 3-7 Costs and benefits of all route developments – benefits halved
Total costs
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
Unadjusted costs
£6,447,540
£6,407,895
1.0:1
£18,452,595
2.9:1
£7,092,294
£6,407,895
0.9:1
£18,452,595
2.6:1
3.2
Allowing bicycles on the Tyne and Wear Metro
This scenario models the impact of a proposed trial to allow bicycles on the Tyne and Wear Metro system on
overground sections during off-peak hours.
3.2.1
Potential impact of the proposed trial
In 2012 Nexus undertook a survey of Metro users in order to explore perceptions relating to their bicycle
policies. Nexus estimate, using findings from this survey, that 500,000 Metro journeys per year could be
generated if bicycles were allowed on the Metro. This could replace 7,000 car trips per year. Nexus also
estimate that these journeys could be made by 26,000 individuals. These data are used here to model the
potential impact on levels of cycling in a scenario under which bicycles could be transported on the Metro
system. A more detailed analysis of the data and further investigations will be undertaken by Nexus prior to any
potential changes to allow the carriage of bicycles by Metro.
The following calculations assume that all of the estimated impacts will be generated under a scenario where
bicycles are allowed on overground sections of the Metro at off-peak hours only. The assumption has been
made that each additional Metro journey generated will generate two cycle trips (one from the trip origin to the
boarding Metro station and one from the alighting Metro station to the destination). It has also been assumed
that the sum of each pair of trips will be equal to the average cycle trip length 23. Each car trip that has been
replaced is assumed to be the same distance as the average trip length on the Tyne and Wear Metro system 24.
This model is based on a survey of current Metro users and therefore is likely to underestimate the impact of the
policy change as it does not include new Metro users, for example due to the expansion of the catchment areas
around stations.
23
24
Using NTS 2011, Table NTS0306
DfT Light Rail Statistics 2011/12, Table LRT0107
111
April 2013
3.2.2
Results of improved Bike/Metro integration
The following tables include the number of new cycle trips generated, decongestion benefit and carbon benefit
which could be achieved in Newcastle under the assumptions presented above.
Table 3-8 Additional trips per year
Additional cycle trips
500,0001
Bike/Metro integration
1
Each of these trips consists of two cycling stages and one Metro stage
An estimated value for reduced decongestion as a result of the displacement of journeys from the road network
was obtained by multiplying the estimated km replaced by a standard decongestion value.
Table 3-9 Estimated annual value of decongestion benefit
Intervention type
network
25
56,000
£20,104
Table 3-10 includes the tonnes of CO2 saved under this scenario and the estimated value of the saving.
Table 3-10 Estimated annual value of carbon emissions savings following Bike/Metro
integration in Newcastle
Intervention type
network
Tonnes of CO2
26
saved per year
56,000
27
(£)
11
£576
The WHO HEAT tool for cycling is used with estimates of the number of cycle trips generated, number of people
cycling and average distance cycled to estimate potential health benefits under the proposed trial. It is assumed
that there is a build up of uptake in cycling over three years, and a build up of benefits over five years, after
which benefits remain constant for the remainder of the period. The mean annual NPV of the estimated mortality
benefits, the total benefits accumulated over 10 years and the total benefits accumulated over 30 years are
presented in the following table.
Table 3-11 Estimated annual mortality benefit following Bike/Metro integration in Newcastle
Intervention type
3.2.3
(£)
£890,931
Total benefits
accumulated over 10
years (£)
£8,905,046
Total benefits
accumulated over 30
years (£)
£26,587,376
Overall benefits
The combined benefits of the Bike/Metro integration described above have been calculated over 10 years and
over 30 years. The Net Present Value of benefits have also been calculated based on a scenario where only
half of the benefits produced within the modelling work described above are achieved.
25
26
27
112
April 2013
Table 3-12 Total benefits following Bike/Metro integration in Newcastle
NPV of benefits over 10
years
NPV of benefits over 30 years
Impact described above
£9,057,276
£26,947,964
50% impact described
above
£4,528,638
£13,473,982
3.3
This scenario models the impact of the proposed Cycle Friendly Areas in Newcastle which would incorporate
DIY Streets-type interventions.
3.3.1
Impact of the proposed intervention
DIY Streets are projects with a strong community engagement focus in which streets are made safer and more
attractive for residents using simple interventions, usually with a low capital cost. DfT have stated that “the main
benefit for people is a change in the perceptions of how the street environment can be used” 28 in relation to
Home Zones. Although this may result in residents selecting active travel modes for more journeys, the primary
outputs relate to the quality of life of residents and community cohesion.
Development of a ‘home zone’ in The Dings, Bristol improved residents’ perceptions of the attractiveness and
safety of their street and reduced concerns relating to noise, access for delivery and emergency vehicles, anti
social behaviour and the safety of children playing in the street 29. Research undertaken at the Southville Home
Zone 30 indicated that after the intervention residents reported that they spend more of their time in the street
and take part in more street activities (both informal and formal events). The pilot home zone evaluation also
found that mean traffic speeds within the home zones were reduced, on average, by 5mph 31. This is likely to be
a factor in half of residents in the TRL evaluation of nine pilot home zones reporting that walking in the home
zones is “more pleasant” as a result of the intervention.
DIY Streets interventions generally have a greater impact on walking trips than on cycle trips. TRL report that
this is likely to be because trips within the home zone are likely to be too short to be cycled and longer trips
depend on cycle facilities in areas beyond the home zone. Repeating the modelling exercise below for the
number of walking trips expected to generated in this scenario produces decongestion and carbon benefits
which are almost two times the values generated for cycling and HEAT values more than three times those for
cycling.
3.3.2
Results of DIY Streets interventions
In order to model the impact of this intervention the impact of a similar DIY Streets programme in Haringey has
been applied to the population within the designated Cycle Friendly Areas in Newcastle (29,676). Haringey was
selected due to the size of the project and thus the sample sizes for pre and post surveys.
In Haringey there was a 10%-point increase in cyclists reporting everyday cycling and a 17%-point decrease in
cyclists reporting cycling frequently (2-5 days per week). Over half of the decrease in frequent cyclists is likely to
be due to people moving into the everyday cyclist category. This is relatively consistent with the evaluation of
the pilot Home Zones in England and Wales which reported that 10% of people with access to a bicycle
reported cycling more 32.
which could be achieved in Newcastle under the assumptions presented above. The lower bound reflects the
fact that some DIY streets interventions have not resulted in any change in cycling levels. The upper bound has
been calculated using the Haringey data described above.
28
DfT (2001) Home Zones – Planning and Design, Traffic Advisory Leaflet 10/01. Available at: http://assets.dft.gov.uk/publications/tal-1001/tal-10-01.pdf (accessed 12 April 2013)
29
Sustrans (2006)The Dings Home Zone, Information sheet LN01, Sustrans.
30
Sherwin, H., Parkhurst, G. and Chatterjee, K. (2006) Southville Home Zone: An Independent Evaluation. Project Report. Centre for
Transport and Society, University of the West of England, Bristol.
31
TRL (2006) Pilot home zone schemes: summary of the schemes, TRL.
32
TRL (2006) Pilot home zone schemes: summary of the schemes, TRL.
113
April 2013
Additional cycle trips per year
Lower bound
0
Midpoint
19,327
Upper bound
38,653
Intervention type
network
Lower bound
33
0
£0
Midpoint
26,346
£9,458
Upper bound
52,692
£18,916
Table 3-15 includes the tonnes of CO2 saved under this scenario and the estimated value of the saving.
33
114
April 2013
Table 3-15 Estimated annual value of carbon emissions savings following DIY Streets
interventions in Newcastle
Intervention type
network
Lower bound
Tonnes of CO2
34
saved per year
35
(£)
0
0
£0
Midpoint
26,346
5
£271
Upper bound
52,692
10
£542
Table 3-16 Estimated annual mortality benefit following DIY Streets interventions in
Newcastle
Intervention type
(£)
Lower bound
Total benefits
accumulated over 10
years (£)
Total benefits accumulated
over 30 years (£)
£0
£0
£0
Midpoint
£34,922
£344,959
£1,031,469
Upper bound
£68,992
£689,918
£2,059,532
3.3.3
Overall benefits (cycling)
The combined costs and benefits of the intervention described above have been calculated. Benefit Cost Ratios
have been provided for projected costs and also projected costs increased by an optimism bias of 10%. The
benefits reported relate to the midpoint values reported above.
Table 3-17 Costs and benefits of DIY Streets interventions in Newcastle
Total costs
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
Unadjusted costs
£1,660,000
£416,577
0.3:1
£1,201,113
0.7:1
£1,826,000
£416,577
0.2:1
£1,201,113
0.7:1
34
35
115
April 2013
Table 3-18 Costs and benefits of DIY Streets interventions in Newcastle – benefits halved
Total costs
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
Unadjusted costs
£1,660,000
£208,289
0.1:1
£600,556
0.4:1
£1,826,000
£208,289
0.1:1
£600,556
0.3:1
3.3.4
Overall benefits (cycling and walking)
In the previous section the benefits from an increase in cycling in the Cycle Friendly Areas were presented. As
this intervention is also likely to have an impact on walking trips in these areas, the benefits from the increase in
both cycle and walking trips are presented below. Benefit Cost Ratios have been provided for projected costs
and also projected costs increased by an optimism bias of 10%. The benefits reported relate to the midpoint
values for both walking and cycling trips. In addition to the benefits estimated here, we anticipate a scheme of
this type to bring substantial benefits to community and society, which are not monetised.
Table 3-19 Costs and benefits of DIY Streets interventions in Newcastle1
Total costs
1
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
Unadjusted costs
£1,660,000
£1,813,150
1.1:1
£5,283,334
3.2:1
£1,826,000
£1,813,150
1.0:1
£5,283,334
2.9:1
Benefits relate to both walking and cycling trips
Table 3-20 Costs and benefits of DIY Streets interventions in Newcastle – benefits halved1
Total costs
1
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
Unadjusted costs
£1,660,000
£906,575
0.5:1
£2,641,667
1.6:1
£1,826,000
£906,575
0.5:1
£2,641,667
1.4:1
Benefits relate to both walking and cycling trips
3.4
Retail vitality
An estimated 54 million shopping trips are made by the residents of Newcastle City Council each year 36.
Nationally only 24% of shopping trips are made by bicycle or on foot 37 and therefore there is significant potential
for increasing the active travel mode share for these trips.
The District Centre Vitality Program seeks to make cycling a more attractive option both for trips to local shops
and services, but also to attract cyclists travelling to the city centre into local shops. There are approximately
365 businesses 38 within the targeted areas which could benefit from this programme.
Calculated by multiplying the population of Newcastle (280,177, Census 2011) by the average number of shopping trips per year in the
North East (194, NTS 2011).
37
National Travel Survey 2011
36
116
April 2013
Table 3-21 Number of Businesses within the Shared Space Retail Areas
Area
Number of businesses
115
Benwell
Heaton Road
34
Jesmond
52
Shields Road
Stanhope Street
120
44
There is a body of evidence which supports the impact that pedestrians and cyclists have on retail vitality.
Research by TfL 39 has shown there is a definite differentiation in the spending levels on high streets according
to travel mode. Car users do spend more money on a single trip than visitors travelling by other modes however
when looking at spend by mode over a longer period of time pedestrians and public transport users spend more
than car users. This is due to shoppers not travelling by car visiting the shopping area more often than car
drivers. People who walk to shop, spend an average of 65% more per head per month than those who travel by
car to do their shopping.
According to a Sustrans report on “Shoppers and How They Travel”, measures such as widening pavements,
restraining traffic and accommodating for cyclists would result in “attracting more regular, dedicated custom to
the area and have a positive impact on retailers and customers alike” 40. This is supported by evidence from
New York where the introduction of protected bicycle lanes in Manhattan has resulted in an increase in retail
sales of up to 49% 41 on one of the streets where the lanes were installed. Given that pedestrianisation of streets
can result in an increase in retail footfall of between 20% and 40% 42, it is likely that an intervention such as this
which also makes the area more attractive to pedestrians and cyclists will result in an increase in the number of
shopping trips.
3.5
Active Travel Centre
3.5.1
Impact of Active Travel Centre – type interventions
This scenario looks at the potential for increasing cycling levels through the implementation of a city centre hub.
Calculations use the Ucycle Nottingham programme as the source of information on potential impacts. The
Ucycle Nottingham project has delivered infrastructure improvements, a cycle hire scheme and a variety of soft
measures aimed at increasing cycling amongst staff and students at the University of Nottingham, Nottingham
Trent University and Nottingham University Hospitals since September 2009. In October 2011, the monitoring
and evaluation report 43 included the following findings:


an increase in levels of cycling trips made to work/study, from 5% to 8% for students and 8% to 13% for
staff
a reduction in car use across all three sites - for staff, from 53% to 52% of trips, and for students from
17% to 15% of trips
38
Calculated using http://www.2010.voa.gov.uk/rli/en/basic
TfL (2011) Town centre study 2011 [online] Available from http://www.tfl.gov.uk/assets/downloads/customer-research/town-centrestudy-2011-report.pdf [Accessed 10 April 2013]
40
Sustrans(2006) Shoppers and how they travel [online] Available from
http://www.sustrans.org.uk/assets/files/liveable%20neighbourhoods/Shoppers%20info%20sheet%20-%20LN02.pdf [Accessed 15
March 2012]
41
New York City Department of Transportation (2012) Measuring the Street: New Metrics for 21st Century Streets [online] Available from
http://www.americabikes.org/nyc_study_finds_protected_bicycle_lanes_boost_local_business [Accessed 9 April 2013]
42
Adrian Davis (2011) Spend on high streets according to travel mode, Essential Evidence on a page: No 68 [online] Available from
http://travelwest.info/sites/default/files/Essential-Evidence-68-spend-on-high-streets.pdf [Accessed 12 April 2013]
43
Sustrans (2011) Ucycle Nottingham phase one: Monitoring and evaluation report
39
117
April 2013
3.5.2
Results of Active Travel Centre-type interventions
The following tables include the number of new cyclists 44, decongestion benefit and carbon benefits which could
be achieved under the assumption that the Active Travel Centre could achieve a quarter of the impact and
benefits described above. A quarter of the overall benefit is assumed on the basis that the Active Travel Centre
as planned for Newcastle will not deliver the same package of interventions as delivered in the Nottingham
project.
Table 3-22 Estimated numbers of new cyclists
New cyclists
93
was obtained for each scenario by multiplying the estimated km replaced by a standard decongestion value.
Table 3-23 Estimated annual value of decongestion benefit of the Active Travel Centre
Intervention type
network
45
133,921
£48,078
Table 3-24 includes the tonnes of CO2 saved under each of the scenarios and the estimated value of the saving.
Table 3-24 Estimated annual value of carbon emissions
Intervention type
network
Tonnes of CO2
46
saved per year
133,921
26
Estimated annual
value of carbon
emissions savings
47
(£)
£1,377
The WHO HEAT tool for cycling is used with estimates of numbers of new cyclists, average distance cycled and
number of days cycled per year to estimate potential health benefits. It is assumed that there is a build up of
uptake in cycling over three years, and a build up of benefits over five years, after which benefits remain
constant for the remainder of the period. The mean annual NPV of the estimated mortality benefits, the total
benefits accumulated over 10 years and the total benefits accumulated over 30 years are presented in the
following table.
Table 3-25 Estimated annual mortality benefit
Intervention type
Mean annual net
present value of
£49,189
Total benefits
accumulated over 10
years (£)
£492,099
Total benefits
accumulated over 30
years (£)
£1,469,482
44
The data which can be provided differs between scenarios due to the way in which impact has been measured and therefore modelled.
46
47
45
118
April 2013
3.5.3
Overall benefits
The combined costs and benefits of the interventions described above have been calculated. Benefit Cost
Ratios have been provided for projected costs and also projected costs increased by an optimism bias of 10%.
Table 3-26 Costs and benefits of the Active Travel Centre
Total costs
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
Unadjusted costs
£220,000
£856,149
3.9:1
£2,331,809
10.6:1
£242,000
£856,149
3.5:1
£2,331,809
9.6:1
Table 3-27 Costs and benefits of the Active Travel Centre – benefits halved
Total costs
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
Unadjusted costs
£220,000
£428,074
1.9:1
£1,165,905
5.3:1
£242,000
£428,074
1.8:1
£1,165,905
4.8:1
3.6
Community Outreach Areas (East and West)
This scenario models the impact of Community Outreach Areas in the East and West Ends of Newcastle. The
intervention will include soft measures in order to raise the profile of cycling and promote the health benefits.
3.6.1
Impact of the Community Outreach Areas (East and West)
This scenario is based on increases in cycling levels and reductions in car trips observed in Travel Actively
projects 48. The increase in cycling equates to 1.28 additional trips per day for people who are engaged with the
project. This has been calculated based on the change in cycle trip frequency between the pre and post surveys
for Travel Actively projects.
The reduction in car kilometres as a result of the intervention has been calculated using the following
information sources:




3.6.2
the percentage of households with a car, based on ward level Census 2011 car ownership data;
the percentage of people who are estimated to reduce their car usage as a result of the project, using
Travel Actively data;
the percentage of car trips in which the surveyed person is likely to be the driver, based on NTS data;
the average reduction in car kilometres for people within all three of the categories above, based on
Travel Actively data.
Results of the Community Outreach Areas (East and West)
which could be achieved in Newcastle under the assumptions presented above. The population used in the
calculation is the number of people living within the boundaries of the Community Outreach Areas (East and
West)(50,458).
48
Sustrans (2012) Travel Actively funded Sustrans’ Active Travel projects, Sustrans, Bristol.
119
April 2013
Additional cycle trips
Community Outreach Areas (East
and West)
101,460
Intervention type
network
Community Outreach Areas (East
and West)
49
592,694
£212,777
Table 3-30 includes the tonnes of CO2 saved under this scenario and the estimated value of the
saving.
Table 3-30 Estimated annual value of carbon emissions savings
Intervention type
Community Outreach Areas
(East and West)
network
Tonnes of CO2
50
saved per year
592,694
115
51
(£)
£6,094
Table 3-31 Estimated annual mortality benefit
Intervention type
Community Outreach Areas
(East and West)
3.6.3
Mean annual net
present value of
£115,838
Total benefits
accumulated over 10
years (£)
£1,154,973
Total benefits
accumulated over 30
years (£)
£3,449,588
Overall benefits
The combined costs and benefits of the intervention described above have been calculated. Benefit Cost Ratios
have been provided for projected costs and also projected costs increased by an optimism bias of 10%. Due to
the nature of this intervention benefits have only been calculated over a ten year period.
49
50
51
120
April 2013
Table 3-32 Costs and benefits of the Community Outreach (East and West) project
Total costs
NPV of all benefits
Benefit Cost
Ratio
Unadjusted costs
£775,000
£2,766,149
3.6:1
£852,500
£2,766,149
3.2:1
Table 3-33 Costs and benefits of the Community Outreach (East and West) project – benefits
halved
Total costs
NPV of all benefits
Benefit Cost
Ratio
Unadjusted costs
£775,000
£1,383,074
1.8:1
£852,500
£1,383,074
1.6:1
3.7
Transport poverty and affordability
The following statistics are taken from the data set supporting the recent Sustrans publication ‘Locked Out:
Transport Poverty in England’ 52. This combines data on income, access to essential services and access to
public transport.
No Lower Super Output Areas (LSOA) in the Newcastle City Council are rated to be at high risk of transport
poverty; 108 LSOA (60.8% of the population) are at medium risk of transport poverty. We have used our
estimates of car kilometres replaced through the proposed interventions to calculate the potential savings in car
running costs. We estimate that almost £500,000 per year could be saved through the replacement of car trips
with cycling trips following the interventions.
3.8
Job creation
Investment in cycling generates jobs, both in the construction of infrastructure and through the delivery of soft
measure interventions. Sustrans estimate that 11.0 jobs are created for every £1 million of investment in
sustainable transport infrastructure 53. The design of soft measure interventions will require an estimation of the
number of staff required.
The package of interventions discussed in this document is estimated to create 61 jobs - 54 jobs through the
infrastructure investment and a further seven jobs through the Community Outreach project and at the Active
Travel Centre.
52
53
http://www.sustrans.org.uk/sites/default/files/images/files/migrated-pdfs/Transport%20Poverty%20England%20FINAL%20web.pdf
Sustrans (2012) Sustrans’ job creation study: interim report, Sustrans.
121
April 2013
4
Overall impacts
The combined costs and benefits of package of interventions described above have been calculated. Benefit
Cost Ratios have been provided for projected costs and also projected costs increased by an optimism bias of
10%.
Table 4-1 Costs and benefits of all interventions
Total costs
Unadjusted costs
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
£1,932,540
£27,308,514
3.0:1
£74,234,448
8.1:1
£10,045,794
£27,308,514
2.7:1
£74,234,448
7.4:1
Table 4-2 Costs and benefits of all interventions – benefits halved
Total costs
Unadjusted costs
NPV of all benefits
Benefit Cost
Ratio
NPV of all
benefits
Benefit Cost
Ratio
£1,932,540
£13,654,257
1.5:1
£37,117,224
4.1:1
£10,045,794
£13,654,257
1.4:1
£37,117,224
3.7:1
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Table 4-3 Summary of benefits
Route
development
HEAT – 10 years
Cycle Friendly
a
Areas
Metro/bicycle
integration
Active Travel
Centre
Total
£10,604,611
£1,154,973
£1,599,587
£8,905,046
£492,099
£22,756,316
Decongestion – 10
years
£2,142,374
£1,566,315
£207,617
£147,991
£353,914
£4,418,211
Carbon – 10 years
£61,358
£44,860
£5,946
£4,238
£10,136
£126,538
£6,287
-
-
-
-
£6,287
TOTAL 10 years
£12,814,630
£2,766,148
£1,813,150
£9,057,275
£856,149
£27,308,514
HEAT – 30 years
£31,668,180
£1,154,973
£4,777,466
£26,587,346
£1,469,482
£64,502,473
Decongestion – 30
years
£5,074,586
£1,566,315
£491,783
£350,548
£858,318
£6,755,235
Carbon – 30 years
£145,339
£44,860
£14,085
£10,039
£24,009
£193,472
£14,373
-
-
-
-
£14,373
£36,902,478
£2,766,178b
£5,283,334
£26,947,933
£2,331,809
£74,234,448
Amenity – 10 years
Amenity – 30 years
TOTAL 30 years
a
Community
Outreach Areas
(East and West)
Includes benefits from cycling and walking
b
Due to the nature of the intervention, benefits are not included beyond 10 years. The value for the Community Outreach Areas (East and West) after 30 years
is therefore the same as at 10 years.
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5
Calculation of inputs to scheme proforma
5.1
Route length
Where applicable, the proposed route length is entered into the pro forma.
5.2
Average trip length
Cycle trip distances are assumed to be 4.8km, based on NTS 2011 data 54.
5.3
Average cycling speed
In the absence of measured values, the average speed to be achieved by strategic cycling routes as set out by the
Newcastle Cycling Forum Working Group is assumed (12mph). 55
5.4
Users per day
Users per day before and after the programme are calculated from forecast additional trips per year, assuming cycling
on 220 days a year for two trips a day.
5.5
% of additional cyclists who would have driven a car
We assume 28.4% of additional cycle trips would have been made by car. This is based on the proportion of route
users in survey of the National Cycle Network who had not used a car for any part of their journey, but for whom a car
was an available option.
5.6
Car traffic km (per average day)
In the absence of detailed information concerning car traffic on and surrounding the planned interventions, we report the
estimated reduction in car kilometres per day based on the additional cycle trips forecast to result from the
interventions, assuming that 28.4% of these additional trips are replacing car journeys (section 5.5).
54
Table NTS0306 converted to kms, accessible here:
https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/35743/nts2011-index.xls
55
http://www.newcastle.gov.uk/sites/drupalncc.newcastle.gov.uk/files/wwwfileroot/parking-roads-andtransport/cycling/strategic_cycling_routes_criteria.doc
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Appendix 10: Letter from Section 151 Officer
125
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Appendix 11 - Detailed project plan
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Appendix 12: Governance arrangements
NCC
delivery teams
NCC
direction
NCC
governance
Newcastle City Council (NCC) Transportation Department governance
Cllr Joyce McCarty,
Member governance
Harvey Emms,
SRO Director of Housing,
Planning and
Transportation
Regulatory and legal
processes
Mick Murphy,
Director of
Technical Services
Gary MacDonald,
Transportation
Policy Manager
Dr Dawn Scott,
Acting Director of
Public Health
Sustainable
Transport (ST)
Team
Public Health
Outreach Team
Engineering
Team
Road
Safety
Team
Staff from across all NCC delivery teams will support implementation of the
Cycle City Ambition programme
CCA
beneficiaries
CCA
delivery team
CCA
consultation
CCA
governance
Cycle City Ambition (CCA) programme governance
Programme
management
group
Technical co-ordination
group
Programme management group includes:
(transport and public health),
Gateshead City Council,
Sustrans, Nexus, Newcastle University,
Northumbria University
Stakeholder group
Programme Manager,
Cycle City Ambition
(part of ST Team)
Stakeholder Liaison
Manager
Communications &
PR Manager
Members of the public interact with and feedback on the programme
(via NCC and CCA delivery teams and/or stakeholder groups that represent their views)
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Appendix 13: Risk management strategy and QRA – part A
1. Introduction
1.1. Risk
Risk is the chance or possibility of loss, damage, injury or failure to achieve objectives caused by an unwanted or
uncertain action or event. Risk management is the planned and systematic approach to the identification, evaluation
and control of risks and opportunities. The objective of risk management is to secure the assets and reputation of the
organisation and to ensure continued financial and organisational well-being.
2. Objectives of good risk management
Good risk management is about identifying what might go wrong, what the consequences might be of something going
wrong and finally, deciding what can be done to reduce the possibility of something going wrong.
Risk management should ensure that an organisation makes cost effective use of a risk framework that has a series of
well-defined steps. The aim is to support better decision making through a good understanding of risks and potential
opportunities and their likely impact.
Risk management should be a continuous and developing process which runs throughout the organisation’s strategy
and the implementation of that strategy, methodically addressing all risks surrounding the council’s activities past,
present and future.
3. Scope of this Risk Management Strategy
This Risk Management Strategy is a subset of Newcastle City Council’s Risk and Opportunity Management Strategy
and relates specifically to delivery of the Cycle City Ambition Fund programme.
Risk management of all infrastructure schemes under this programme will be carried out under the Newcastle City
Council Strategic Risk Management capital strategy.
All risk management work will be supported by Newcastle City Council’s agreed project governance procedure.
All work will be delivered under the Newcastle Project Management Framework.
4. Responsibility for this Risk Management Strategy
The responsibility for the creation of this Risk Management Strategy is held by Newcastle City Council. Upon initiation
of the Cycle Ambition programme it will be reviewed and updated by the Programme Manager, Cycle City Ambition
(hereafter referred to as the ‘Programme Manager’).
It will thereafter be reviewed on a monthly basis. Any change will be ratified through programme management group
review.
5. Risk and Opportunity Management Process
The table overleaf provides a overview of Newcastle City Council’s Risk and Opportunity Management Process.
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Risk and Opportunity Management Process at a Glance
Risks and opportunity cycle
Stage 1
Identifying risks and
opportunities
Stage 4
Monitoring and
Reporting
Stage 2
Risk Analysis
Stage 3
Risk Control
Stage 1 – identifying risks and opportunities
 Identify risks and opportunities to the
achievement of strategic and/or business
delivery aims, objectives, targets,
governance and regulatory requirements
 Risk descriptions to include cause(s) and
impact(s)
 Risks assigned to a named owner
 Risks categorised
Stage 3 – Risk and Opportunity control
 Consider most appropriate response to risk
(Treat, Tolerate, Transfer, Terminate, or Take
opportunity)
 Identify additional controls/action plans and
assign risk action manager(s)
 Evaluate controls and consider target date
 Risk register
 Continuity plan
Stage 4 – Monitoring and reporting
 Regular review of risks and opportunities
 Integrated into performance and planning
process
 Identification of new risks and opportunities
 Monitoring of controls
 Updating of risk and opportunity registers
 Information sharing to inform decision making
 Sharing best practice and lessons learnt
 Escalation/de-escalation
Stage 2 – Risk and Opportunity analysis
 Assessing for cause(s) and Impact(s)
 Considering current controls
 Consistent scoring system
 Quantify risk – consider priority
6. Tools and Techniques
Programme risk will be managed through electronic Risk Assessment with a hard-copy back-up of the form to be
maintained by the Programme Manager.
Access to the Risk Assessment will be restricted to those defined in the roles and responsibilities overleaf and individual
‘Risk Owners’.
7. Records
‘Appendix 13: Risk management strategy and QRA – part B’ contains descriptions of each risk related to the Cycle City
programme and planned mitigation actions.
8. Reporting
The Risk Assessment will be readily available for authorised individuals and a summary will be regularly circulated to
the programme management group for review.
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9. Timing of risk management activities
The Risk Strategy and Risk Assessment that has been prepared for programme submission and will be reviewed and
updated by the Programme Manager upon the initiation of the programme and provided to the programme management
group.
It will thereafter be updated:
 On any updates of the project plan
 On the production of any exception plan
 On review of any stage status
It will be closed when approval for project closure has been given by the programme management group.
10. Roles and Responsibilities
Role
Responsibility
Provides the corporate Risk and Opportunity Management Policy and
Strategy and the Strategic Risk Management capital strategy and risk
management guide.
Supports the Programme Manager in further development of this risk
management strategy and the Risk Assessment.
Newcastle City Council’s
Programmes and Major Project
Team
Programme Manager Cycle City
Ambition
Accountable for all aspects of risk management and ensures an
approved and up-to-date project Risk Management Strategy and Risk
Assessment exists.
Ensures all risks associated with the programme are identified,
assessed and controlled throughout the project lifecycle.
Project team (Communications and
PR Manager, Stakeholder Liaison
Manager)
Technical co-ordination group
Stakeholder group
Contractors
Programme management group
Escalates risks to the programme management group as necessary.
Participates in the Programme Manager led identification,
assessment and control of risks, thereby assisting the Programme
Manager to maintain the Risk Assessment.
The project team will support creation of the risk summary for the
programme management group.
Ensure risks relating to contractor works are assessed, controlled
and communicated.
Review risk management practices to ensure they are performed in
line with the risk management strategy.
Review key risks where escalated by the Programme Manager.
11. Risk budget
The estimated cost of risk has been determined by a Quantified Risk Assessment.
Please see accompanying spreadsheet entitled ‘Appendix 13: Risk management strategy and QRA – part B’.
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Appendix 13 - Risk management strategy and QRA - part B
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Appendix 14: Stakeholder analysis
Stakeholder
Role overview
Interests
Influences
1. Programme management group
Newcastle Council
 Design, implementation and evaluation of
public realm infrastructure schemes
 Public health outcomes
 Economic growth
 Job creation
 Carbon emission reduction
 Air quality improvement
 Improved public realm that enhances
quality of life, access and movement for
priority user groups and modes (walking,
cycling and public transport)
 Reduced impact on highways network –
congestion, maintenance, parking,
provision
 Creating a safer transport system that
meets users’ needs through a
hierarchical methodology that prioritises
people and place over private motor
vehicle convenience
 Ultimate decision on infrastructure
implementation
 Work alongside other Council departments with
complementary policy and strategy goals
 Help create a built environment to allow people
to cycle more easily and safely
 Systems and decision review structure to
uphold local voice and concerns
 Delivery of LSTF schools and workplaces
projects
Newcastle Council
Public Health
Department
 Designing strategy that shapes the
physical and social interactions of people
with regards to health
 Developing and delivering programmes
that promote and achieve better public
health
 Influencing partners and Council
department strategy and policy to help
achieve complementary objectives
 Schemes and projects that reduce
sedentary lifestyles
 Schemes that improve air quality
 Schemes that improve mental health
 Activity as part of daily life across all age
groups
 Meeting NICE guidance through
scheme design and delivery
 Based within Council under new PH structures
 Offering match funding to this bid – have direct
interest and power to shape City to improve
cycling offer
Gateshead Council
 Economic growth
 Job creation
 Carbon emission reduction
 Air quality improvement
 Improved public realm that enhances
quality of life, access and movement for
priority user groups and modes (walking,
cycling and public transport)
 Reduced impact on highways network –
congestion, maintenance, parking,
provision
 Creating a safer transport system that
meets users’ needs through a
hierarchical methodology that prioritises
people and place over private motor
vehicle convenience
 Ultimate decision on infrastructure
implementation
 Work alongside other Council departments with
complementary policy and strategy goals
 Help create a built environment to allow people
to cycle more easily and safely
 Systems and decision review structure to
uphold local voice and concerns
projects
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Stakeholder
Role overview
Interests
Influences
Sustrans
 Improving the built environment and
affecting behaviour change to increase
the awareness and modal share of active
travel and public transport
 Developing Champions and volunteers to
build sustainable project legacies
 Developing schemes that allow people
to walk and cycle more easily and safely,
regardless of the previous experience or
perceptions
 Improving public health through
improvements to the built environment
that increase access, permeability and
continuity
 National benchmarking and best practice
 Evidence base to support built environment
changes that favour active and sustainable
modes
 Development and linkage to the National Cycle
Network
 Large local volunteer base with extensive
experience and reputation
 Private sector support for several successful
projects
Nexus
 Public transport executive; plans provides
and promotes public transport services in
Tyne and Wear
 Integration of cycling and public transport
 Aspiration to allow carriage of bikes on
Metro
 Decisions on design and implementation of
schemes involving public transport in Tyne and
Wear
Newcastle University
 Development of built environment within
Newcastle campus
 Improved facilities for the movement of
large groups of students around the City
area
 Safe, accessible corridors to allow mass
transit of students and associates around the
campus and City centre
 Large land holding within the City centre area
 Funding to develop quality schemes
 Science City site – development of new
campus to West of City
 At the forefront of research and design
Northumbria
University
136
 Promotion and uptake of active and
sustainable travel by students within, to and
from the City centre
April 2013
2. Technical co-ordination group
 Economic growth
 Job creation
 Road safety
 High quality infrastructure
 Permeable and accessible routes
through public realm
 Solutions to manage changing City Deal
area needs and developments
 Sustainable and resilient development
 Ultimate design decisions
 Experience of governing structures, codes and
practices
 Consideration for mixed user groups
Gateshead Cycle
Forum
 Public consultation and discussion
platform for people interested in cycling
issues
 Viewpoints of real-world cyclists and their
needs and wishes for better cycling
provision and prioritisation
 Emerging group with range of cyclists
represented
 Aiming to improve conditions and access for
cyclists
Newcastle Cycle
Forum
issues
 Viewpoints of real-world cyclists and their
needs and wishes for better cycling
provision and prioritisation
 Active group with long-standing commitment to
empowering cyclists, improving conditions and
delivering better schemes
Newcastle Cycling
Campaign
 Pragmatic and volunteer-run political lobby
for everyday cycling and better public
realm
 Improving cycling for all people through
increased investment, promotion and
prioritisation within City development
frameworks
 Large evidence base of national and
international best-practice examples and
methodologies
 Determined voice with member considerations
Nexus
 Passenger transport executive; plan
provide and promote public transport
services in Tyne and Wear
 Integration of cycling and public transport
 Aspiration to allow carriage of bikes on
Metro
 Decisions on design and implementation of
schemes involving public transport in Tyne and
Wear
CTC
 Improving conditions for cyclists
 Better built environment for safer, more
accessible cycling journeys
 Attracting more people to cycle more
often
 Committed to consultation and design groups
for infrastructure schemes
 Benchmarking
 Snagging and issue awareness through IT
networks
 Outstanding works list
Living Streets
 Pedestrian charity campaigning for and
delivering infrastructure and behaviour
change schemes
 Priority provision for pedestrians in
community and urban core zones
 Better public health through increased
walking frequency and levels amongst all
ages
 Street audits
 Street furniture best practice
 National and international solutions and best
practice
 Links to public health funding and experts
Newcastle Transport
Department –
Engineers and Cycling
Officer
Gateshead Transport
Department –
Engineers and Cycling
Officer
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Newcastle Disability
Forum
 Works to eliminate barriers, promotes
access to information, services and
facilities and offers support to disabled
people




Sustrans
 Improving the built environment and
affecting behaviour change to increase
the awareness and modal share of active
travel and public transport
 Developing Champions and volunteers to
build sustainable project legacies
 Developing schemes that allow people
to walk and cycle more easily and safely,
regardless of the previous experience or
perceptions
 Improving public health through
improvements to the built environment
that increase access, permeability and
continuity
 National benchmarking and best practice
 Evidence base to support built environment
changes that favour active and sustainable
modes
 Development and linkage to the National Cycle
Network
 Large local volunteer base with extensive
experience and reputation
 Private sector support for several successful
projects
 Management of successful infrastructure grant
schemes to develop higher-quality
infrastructure
 Range of historical views and experience about
implemented projects
 Expert knowledge on disability rights and needs
 Consultation partner for development
Mobility issues
Information and service access
Built environment suitability
Social awareness and integration
3. Stakeholder group
1.
Age UK

Improving later life through information
and advice, services, campaigns,
products, training and research
 Built environment consideration relating
to older people
 Promotion of better infrastructure, routes,
safety and health through associated
campaigns
 Informing policy and strategy through
consultation
 Historical expertise about good and bad
schemes
2.
Bus operators
(Stagecoach,
GO Northeast,
Arriva)

Delivering bus services
 Improved access and provision for bus
services
 Linkage to other modes – walking and
cycling
 Built environment and highway development
consultation
 Standard of service offered
 Simplicity for end user around stops, network,
signage and integration with cycling
3.
CTC

Improving conditions for cyclists
 Better built environment for safer, more
accessible cycling journeys
 Attracting more people to cycle more
often
 Consultation and expertise on cycling
infrastructure schemes
 Campaigning for better resourcing and
promotion of cycling schemes
4.
The Cycle Hub
Ltd.

Social Enterprise based on Riverside in
the East of the City
Promotes and facilitates cycling,
complete with bike hire facilities, cafe,
bike shop and repair workshop.
 Infrastructure and promotion that enables
more people to cycle for leisure, sport
and health purposes
 Better quality built environment for
cyclists
 Popular venue for cycle groups to meet
 Information from all demographics of cyclists
who use the facility and spread the word

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April 2013
5.
Cycle Centre
shop

Bike shop based in the East of the City
 Family cycles and entry level models in
addition to higher end equipment
 Strong community orientation
 Partner in The Active Travel Centre
social enterprise on the riverside
6.
Elders’ Council

Voluntary older people's forum in
Newcastle to make sure that the views of
the over 50s are taken into account by
decision-makers.

7.
Edinburgh Bike
Coop shop

Bike shop based in the East of the City
8.
Friends of the
Earth North East
 Environmental charity involved in
educating and influencing through
campaigns and lobbying




9.
Gateshead
College
 Provider of educational courses across
several standards
 Large employer and fundraiser
 Mass transit of student population to sites
across Gateshead
 Sustainable and active modes for
students and staff
 Better health amongst staff /students
 Development of new and existing campus sites
 Infrastructure design, implementation and
match funding
 Spatial and economic strategy
10. Gateshead Cycle
Forum
issues
 Hearing and responding to wide range of
cyclists’ views and concerns in order to
shape decisions and prioritise delivery
 Democratic development of strategic cycle
network
projects
11. Halfords
 Retailer of bikes alongside established
motor accessories
 Entry-level, affordable bike market for
families
 Very strong public brand recognition
 Large market share of bike-shaped-object sales
 Ability to promote campaigns to large audience
12. John Boste Youth
Centre (Walker)
 Youth project in Walker, East of City
centre, along strategic route
 Young people’s voice, activities and
empowerment
 Linkage to Youth Parliament
 Strong backing of local Councillors
 Community cohesion catalysts
Schemes that will directly benefit and
take into account elders’ views and how
they interact and move through the built
environment
 Specialist and enthusiast equipment from
mid-to-high end
 Good supporter of local events and
organisations
 Views of East end residents and cyclists
 Linkage to The Active Travel Centre social
enterprise
 Peers of senior officers
 Experience of working at high level and/or in
similar fields
 Strong intergenerational ally
 Views of East end residents and cyclists
 Linkage to recreational clubs and events
 Strong history of successful marketing and
campaigning
 Evidence and research base for policy change
Sustainable development
Environmental protection
Equality and diversity
Social integration and community
cohesion
 Health of young people through Lean-East
programme
 Better links to City centre and access to
services and training
 Some bike related activities
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13. Kids Kabin
(Walker)
 Award-winning youth project in Walker,
East of City centre, along strategic route
 Young people’s voice, creative activities
and empowerment
 Health of young people through LeanEast programme
 Long-standing bike project
 Training and peer development through
practical activities




14. North East Local
Enterprise
Partnership
 Economic development of LEP area
 Business activity, attraction and retention
 Linkage of policy and strategy to
emerging and growing markets, tying into
cycling
 Reducing congestion on highways
network (and the role of cycling in)
 Cycling increasing access to retail
opportunities
 Cycling increasing access and
opportunities for training/employment
 Holistic coordination of business strategy and
development
 Ability to discuss and shape bid with
commercial sector
 Economic growth and job creation
15. Living Streets
 Pedestrian charity campaigning for and
delivering infrastructure and behaviour
change schemes
 Priority provision for pedestrians in
community and urban core zones
 Better public health through increased
walking frequency and levels amongst all
ages
 Delivery reputation and evaluation experience
amongst local partners
 Long-standing charity with decades of
campaigning experience
 Strong local membership and active supporters
16. M. Steel Cycles
shop


mid-to-high end
organisations
 Supporter of several regional clubs and
community groups
 Commuting cyclists especially those
seeking to take it up for the first time
 Views of cyclists
 Strong reputation through trading history
 Linkage to recreational clubs and events
17. National Trust
Inner City Youth
Project
 Provides outdoor activities to inner city
young people
 Access to safe greenways
 Movement of young people via active
travel
 Inspiring City environment to encourage
active interaction with public realm
 Members of youth forum and policy groups
 Long standing experience of delivery
 Linkage to key National Trust sites
18. Newcastle
College
 Provider of training courses across several
standards
across Newcastle
students and staff
 Better health amongst staff and students
 Development of new and existing campus sites
 Infrastructure design, implementation and
match funding
 Spatial and economic strategy
Bike shop based in the North of the City
Established shop, trading since 1894
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April 2013
Linkage to Youth Parliament
Strong backing of local Councillors
Community cohesion catalysts
Wealth of historical project delivery experience
relating to youth engagement and opinion
19. Newcastle and
Northumbria
Universities –
Estates
 Provider of Higher training courses
 Large landholder within City centre
across Newcastle
students and staff
 Better health amongst staff and students
 Parking tensions within communities
 Drive to be leaders in sustainability and
innovation through Science City
programme (Newcastle)
 Leading sports programmes and
students (Victoria Pendleton;
Northumbria)
 Cycling route development to aid City
permeability and attractiveness
 Organisational spatial strategy
 Built environment master plan execution within
changing political and financial periods
 Improving quality of offer to student customers
 Attracting top level research funding and staff –
high quality Cityscape crucial to University
attractiveness
20. Newcastle and
Northumbria
Universities –
Students’ Unions
 Representation and democratic arm for
students
 Support services and information
 Better quality built environment for
students
 Access to City’s amenities via safe,
attractive routes
 Sustainability, social responsibility and
community purpose
 Strong voice within University
 Unifying element of student activity
 Setting strategic direction and delivery of offer
to students
 Large contacts databases
21. Newcastle and
Northumbria
Universities –
Volunteer groups
and societies
 Providing and developing student-led
voluntary action within local communities
 Reacting to local needs and aspirations
 Improving links between town and gown
 Sharing skills, experiences, enthusiasms,
motivations and ideas to benefit all types
of people resident to and studying within
Newcastle
 Established charity arms within University life
 Resilient groups that have weathered changes
in University life and direction
 Strong backing from directing Peerage of
organisations
 Large contacts databases
22. Newcastle CVS
 Regional volunteer advertising and
signposting service
 Benefitting communities through positive
mobilisation of able volunteers
 Large database and networking function
 Community identity and reputation
 Intergenerational focus and steer
23. Newcastle Cycling
Campaign
 Pragmatic and volunteer-run political lobby
for everyday cycling and better public
realm
 Improving cycling for all people through
increased investment, promotion and
prioritisation within City development
frameworks
 Large evidence base of national and
international best-practice examples and
methodologies
 Determined voice with member considerations
24. Newcastle Cycling
Forum
 Public consultation and discussion platform for
people interested in cycling issues
 Hearing and responding to wide range of
cyclists’ views and concerns in order to shape
decisions and prioritise delivery
 Wide remit based around deliver 2020 strategy but
can be infrastructure focussed
 Helping people become confident to return to
or start cycling through free training provision
 Delivery of LSTF schools and workplaces projects
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 Democratic development of strategic cycle network
April 2013
25. Newcastle
Disability Forum

Works to eliminate barriers, promotes
access to information, services and
facilities and offers support to disabled
people
26. Newcastle YMCA

Works with and supports young people
aged 13-25 years in the community
27. Newcastle Youth
Parliament

Elected body of youth representatives
involved in key strategy consultation
 Protecting, inspiring and upholding the
views and rights of young people
 Their charter and governance has been written
into the democratic processes of the Council
28. NE1

Independent company who manage the
Newcastle Business Improvement
District
 Attracting and developing business
through high quality public spaces
 Long term business sustainability through
access to services
 Funded by voluntary business contributions
 Working to deliver strategy directed by business
29. Northumbria
Police
 Law and Order
 Creating and maintaining a safe,
prosperous, fair and inclusive City where
people can freely develop their ambitions
 Traffic management
 Road safety, cycle safety and crime
 High level strategy and delivery partners
 Crime prevention and promotion
 Enforcement of laws relating to antisocial
behaviour and public realm use
 RVI has dedicated Green Travel and
staff benefits officer
 Schemes that can help deliver
preventative medicine outcomes
 Physical and mental health benefits
 Air quality
 Offering complementary programmes and
cycling information and resources
 Have invested significantly in cycling storage
on hospital sites (RVI, Freeman)
 Sit on travel planning and policy fora
 Established organisation with influential
trustees
 Well-known market presence and loyalty
 Developed supply chain and sales partners
30. NHS Foundations
Trust
 Commission services and manage clinical
health budgets
 Newcastle has Foundation Trust hospitals
(RVI, Freeman)




 Range of historical views and experience about
implemented projects
 Expert knowledge on disability rights and needs
 Consultation partner for development
Mobility issues
Information and service access
Built environment suitability
Social awareness and integration
 Opportunities that contribute to their
social, physical, educational and spiritual
development
 Development of bike-based activities in
East-End
31. Recyke’Y’Bike
(Byker)
 Fix donated bikes for resale to the public
 Send some bikes and funds to African
cycling projects
 Recycling and environmental
sustainability
 Access to low-cost cycles; cycle-related
training; empowerment /voice of cyclists
32. Ride Cycles shop
 Bike shop based in the West of the City
mid-to-high end
organisations
142
 Established organisation with several buildings
and projects within the development area
 Views of West end residents and cyclists
 Based on key West corridor
April 2013
33. Saddle Skedaddle
34. Scratch Bikes
 Cycle holiday company offering shortbreak to fully bespoke services
 Self-hire bike hire scheme with no face-toface contact
 Mobile apps to help find free bikes and
manage your account

More people enjoying positive cycling experiences

Views of East end residents and cyclists

Local infrastructure projects

Linkage to recreational clubs and events

Partner in The Active Travel Centre social enterprise
on the riverside

Keen supporter of local and national organisations

Business development background in East end futures group
More people accessing hire bikes for
city journeys
Better parking and carriageway
infrastructure for cyclists
Development of remote locking
technology through their parent
company, Grand Scheme


Supported through an NE1 development grant
Developed and supported in collaboration with
Newcastle University entrepreneurial team



35. Start Cycles shop
 Bike shop based in the City centre
 Part of the larger “Start” sports company
branches of shops
mid-to-high end
organisations
 Better City Centre provision for cyclists




36. SureStart
 Centres that help families with information
and activities for the under fives
 Facilities and services that benefit
families
 Health promotion information and
services
 Interaction with thousands of families
 Core policy partner and integral to developing
family cultures of tomorrow
37. TORG –
Transport
Operations
Research Group
(Newcastle
University)
 Employs advanced technologies and
behavioural research to address the need
for radical changes in transport provision,
traffic network management and public
behaviour.


High quality built environment
Interrelationships between all transport
modes and users
Consolidation of journeys
Behaviour change innovation

38. Transition
Newcastle
 Volunteer-led environmental campaign
and awareness group aiming to make
communities more sustainable,
environmental aware and social cohesive


Sustainability projects
High quality, sustainable built
environment
Increased use and prioritisation of
walking, cycling and public transport



Loyal and growing supporter base
Successful community empowerment
Established understanding from local
government departments





Large public awareness of Start brand
Central location
Large stock attracts customers
Linkage to local cycling groups
Influence in high level strategy and planning at
Newcastle University and Council
History of evidence-based research and
delivery
Respected and highly capable staff
39. West End Women
and Girls

Opportunities to meet, have fun, learn
skills, look at issues relevant their lives
and build confidence in a safe and
supportive environment



Youth voice and empowerment
Access to services and City Centre


Part of youth forum
Members of voluntary sector development
body
40. West End Youth
Enquiry Service

Free and confidential service for young
people in the West End of Newcastle.



Youth voice and empowerment
Access to services and City Centre


Part of youth forum
Links to Newcastle Council Children’s
Services
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April 2013
Appendix 15 - Communications Plan - part A
1. Objectives of the project
The high-level objectives of the Newcastle Cycle City Ambition are:
1. To increase cycling by delivering a step change in the quality, attractiveness and perception of
cycling opportunities within Newcastle.
2. To make cycling more competitive with car use (particularly for shorter journeys).
3. To heighten public awareness and acceptability of cycling.
4. To enhance the public realm / street scene and create more attractive, safe and welcoming local
environments.
5. To ease congestion / bottlenecks and smooth traffic flows into and out of the city.
6. To enhance access to employment, training and services for all sectors of the community, with a
specific focus on improving access to:
- Urban employment centres
- Development sites that have the potential to create housing
- Developments site that have the potential to create jobs
- The Enterprise Zones
Scope of the Newcastle Cycle City Ambition:
The Newcastle Gateshead City Deal area.
2. Communications objectives, principles and key messages
1. To ensure that stakeholders and the wider public are aware of the project, understand why it is
necessary and what benefits it will deliver. Key message: Cycling is a healthy, safe and cheap
way of getting around the City for most people.
2. To develop and embed a cycling culture within scheme areas, contribute towards the successful
implementation of cycling improvements and delivery of benefits. Key message: The Cycling City
Ambition bid will help people to interact with and move through their City in a sustainable and
pleasant manner.
3. To manage expectations among stakeholders. The Programme Team (Programme Manager,
Stakeholder Liaison Officer, PR Manager) aims to build a reputation as a trusted information source
which operates on a ‘no surprises’ basis across the project community. Key message: Timely and
regular updates and details about what the project is delivering and when.
4. To provide timely and accurate information to the identified stakeholders about the steps to be taken.
This will both support and smooth the change process, thereby enabling the delivery of project
benefits. Key message: For each stakeholder – what to do, when to do it, and how much time
it should take.
5. To ensure that stakeholders have the opportunity to input to and feedback on the design of the
infrastructure and behaviour change elements of the programme, raise issues, and use their
expertise to contribute to delivery success. Key message: All input is valuable.
The responsibility for the success or failure of the project is shared amongst all of the
stakeholders, Programme Team and Council governance.
6. To ensure that all members of the Programme Team and Council Staff and Members have the
knowledge, skills and understanding to maintain the desire and rigour to deliver outstanding
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April 2013
interventions in the built environment and behaviour change arenas. Key message: Quality,
continuous, safe and attractive cycling infrastructure will be delivered alongside behaviour
change support and promotion in a way that will not compromise on quality.
7. To ensure that new ideas, practices and priorities are embedded in Council strategy and policy so
that the benefit of the changes introduced are sustained long term. Key message: We have
reached our goals; what have we learnt? What can we do better? Are we committed to
continued improvements?
3. Key audience
Audience
Management Group
Approach




Programme Team




Stakeholder Group





Technical Group




Influencers
Council Cabinet Members


Responsibility
Quarterly meetings
Monthly Project Highlight reports (e-mail)
One-to-Ones with Programme Manager
Escalation of issues and risks as required
Programme
Manager
Meet Weekly
Monthly Project Highlight reports
Manage flow of communications to various groups
Escalation of issues and risks as required
Programme
Manager
Quarterly meetings
Monthly Project Highlight reports (e-mail)
One-to-Ones with Stakeholder Liaison Officer
Public intelligence dissemination
Website updates
Stakeholder
Liaison Officer
Monthly meetings
Monthly Project Highlight reports
One-to-Ones with Programme Manager
Fileshare site for technical papers and drawings
Programme
Manager
Informed prior to meetings of key deliverability and ward
issues, and updated as to initial progress during and just
after implementation.
Informed of benefits measures planned and results post
implementation.
Cycling
Champion
Member
Informed prior to meetings of key deliverability issues, and
updated as to initial progress just after implementation.
implementation.
Programme
Manager
Informed about design and functionality prior to sign off.
implementation.
Programme
Manager
PR Manager
Harvey Emms,
SRO Director of Housing,
Planning and
Transportation

Mick Murphy,
Director of Technical
Services

Communications
Managers at different
organisations

Receive monthly bulletin notification about the project, its
milestones, deliverables, drivers and benefits to ensure
they are aware.
Programme
Manager
Heads of Department in
Council

they are aware.
Programme
Manager


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April 2013
Newcastle and
Northumbria Universities
Estates




Nexus


Receive key infrastructure information for built environment
changes that affect student and staff transit.
implementation.
they are aware.
Programme
Manager
they are aware.
Public transport related information regarding changes or
concerns to programme.
Programme
Manager
NewcastleGateshead LEP

they are aware.
Programme
Manager
Sustrans

they are aware.
implementation.
Programme
Manager
they are aware.
Regular communication of all kinds to engage and inform
them in the project.
Part of Stakeholders’ group to feed into discussion and
decisions making.
Stakeholder
Liaison Officer
decisions making.
E-newsletter to disseminate to members.
Part of Technical group to be directly involved with built
environment design and implementation.
Stakeholder
Liaison Officer
decisions making.
Experience of running Cycle Hub and social enterprise potential source of feedback on existing experience and
input into design of new systems and processes.
Stakeholder
Liaison Officer


Directly Impacted
Bus operators
(Stagecoach, GO
Northeast)



CTC



The Cycle Hub Ltd.



Cycle Centre shop

milestones, deliverables, drivers and benefits to ensure they are
aware. Invited to be part of Stakeholders’ group to feed into
discussion and decisions making.
Stakeholder
Liaison Officer
Edinburgh Bike Coop
shop

they are aware. Invited to be part of Stakeholders’ group to
feed into discussion and decisions making.
Stakeholder
Liaison Officer
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April 2013
Halfords
they are aware.
Invited to be part of Stakeholders’ group to feed into
Stakeholder
Liaison Officer
decisions making.
Stakeholder
Liaison Officer
decisions making.
Stakeholder
Liaison Officer
they are aware.
Stakeholder
Liaison Officer
decisions making.
Stakeholder
Liaison Officer
decisions making.
Stakeholder
Liaison Officer
decisions making.
E-newsletter and other formats as required to disseminate
to members.
Stakeholder
Liaison Officer
decisions making.
they are aware.
Stakeholder
Liaison Officer

Part of Stakeholders’ group to feed into discussion and decisions
making.
Stakeholder
Liaison Officer

milestones, deliverables, drivers and benefits to ensure they are
aware. Key experience in recycled bike sales and market potential source of feedback on existing experience and input into
design of new systems and processes.

they are aware.


Gateshead Cycle Forum


Living Streets



M. Steel cycles shop


Newcastle Cycling
Campaign



Newcastle Cycling forum



Newcastle Disability forum



Northumbria Police


Recyke’Y’Bike – Byker
Ride Cycles shop

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Stakeholder
Liaison Officer
April 2013
Scratch Bikes



Start cycles shop


Indirectly Impacted
Age UK




Elders’ Council




Friends of the Earth North
East




Gateshead College



decisions making.
they are aware.
Key experience in hire bike activity and market - potential
source of feedback on existing experience and input into
design of new systems and processes.
Stakeholder
Liaison Officer
they are aware.
Stakeholder
Liaison Officer
Need to know any changes that might impact their work
and beneficiaries. Directly interested in built environment
alterations.
they are aware.
Disseminate updates to their beneficiaries and members
via their own communications channels.
Stakeholder
Liaison Officer
alterations.
they are aware.
Stakeholder
Liaison Officer
alterations.
they are aware.
Stakeholder
Liaison Officer
alterations.
they are aware.
Stakeholder
Liaison Officer
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April 2013


John Boste youth Centre Walker





Kids Kabin - Walker





National Trust Inner City
youth project





Newcastle College



alterations.
they are aware.
Specific information about young people’s access to
training and employment opportunities, independence and
physical activity.
Stakeholder
Liaison Officer
alterations.
they are aware.
physical activity.
Stakeholder
Liaison Officer
alterations.
they are aware.
physical activity.
Stakeholder
Liaison Officer
alterations. Receive monthly bulletin notification about the
project, its milestones, deliverables, drivers and benefits to
ensure they are aware. Invited to be part of Stakeholders’
group to feed into discussion and decisions making.
Stakeholder
Liaison Officer
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April 2013
Newcastle and
Students’ Union





Newcastle and
Volunteer groups &
societies




Newcastle CVS



Newcastle YMCA



Newcastle Youth
Parliament



NE1



alterations.
they are aware.
Stakeholder
Liaison Officer
Updates on how students can access specific services and
volunteer with activities.
they are aware.
Stakeholder
Liaison Officer
they are aware.
Stakeholder
Liaison Officer
physical activity.
Stakeholder
Liaison Officer
Disseminate updates to their beneficiaries and members.
physical activity via their own communications channels.
Stakeholder
Liaison Officer
Specific focus on business improvement through better
built environment and attractive public realm.
Stakeholder
Liaison Officer
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April 2013
Saddle Skedaddle




SureStart




TORG – Transport
Operations Research
Group (Newcastle
University)




Transition Newcastle




West End women and
girls






they are aware.
Information on how new or returning cyclists can
participate in leisure activities to increase their affinity with
cycling.
Stakeholder
Liaison Officer
they are aware.
Specific information on family benefits: health and access
to services.
Stakeholder
Liaison Officer
they are aware.
Specific information on policy, behaviour change and
monitoring and evaluation findings.
Stakeholder
Liaison Officer
alterations.
they are aware.
Stakeholder
Liaison Officer
alterations.
they are aware.
via their own communications channels
Specific information on female options and empowerment
to fit with their own mission
physical activity.
Stakeholder
Liaison Officer
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April 2013
WEYES




alterations.
they are aware.
physical activity.
Stakeholder
Liaison Officer
4. Key Messages
4.1 Project Objectives, Scope, Vision
See section 1.
4.2 Stakeholder Roles
Each stakeholder must understand their role in supporting the project
and the impact that the project will have on them.
Stakeholders must agree to the terms of reference for the project
management of the CCA Programme and its management structure
and groups in order to consider all people’s views, assess and act
appropriately and meet the visions and delivery outputs of the
projects.
A few stakeholders will be involved in technical consultation for
infrastructure delivery.
 CTC
 Gateshead transport dept. – Engineers and Cycling Officer
 Gateshead Cycling Forum
 Living Streets
 Newcastle transport dept. – Engineers and Cycling Officer
 Newcastle Cycling forum representatives
 Newcastle Cycling campaign reps
 Newcastle Disability forum
 Nexus
 Sustrans
Their role will be to represent the opinions and rights of their
members and beneficiaries through:
 Infrastructure design iteration meetings
 Best practice and benchmarking
 Cycle schemes evidence base
 Wider transport strategy issues
 Street audits and consultations
 Infrastructure user group consideration assessments
A number of stakeholders hold important roles in influencing the buyin of the wider public through their own networks and influencing
channels.
They will do this via:
 Their own newsletters and updates
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April 2013


Feedback and updates from meetings
Raising issues for attention
Their role will include:
 Project scope
 Community awareness and voice
 Deliverability and penetration
 Project delivery effectiveness enhancement
 Evaluation and feedback
 Organisational coherence and assimilation
 Sense checking
The Management Group must support the project and input into
board-level issues and their resolution. The governance structure
supporting the CCA Programme is detailed in the Newcastle Cycle
City Ambition Business Case – Appendix 11.
4.3 What to do, when, and why
1. Attend Stakeholder meetings as relevant and required for
deliverability – QUARTERLY – to ensure all views, risks and
issues are covered, managed and progressed.
2. Feed into meetings via agenda items, background
information, organisational intelligence and information
dissemination as required to meet milestones – MONTHLY –
so that outputs can be delivered on time and budget.
3. Complete assigned tasks given at meetings and by email etc
as agreed with the Stakeholder liaison officer and
Programme Manager. This may involve direct consultation
with their organisation and beneficiaries/members.
4.4 Progress Status
The key milestones which are of general interest to the stakeholders
will be posted on the website and progress against the plan will be
updated regularly (at least monthly).
Stakeholders will receive a monthly emailed newsletter highlighting
progress and next steps in the plan.
The project status is reported to the Management Group and the
Project Executive via monthly status reports from the Programme
Manager.
Specific papers and detailed documents will be shared on a fileshare site with access for required parties only.
4.5 Issues and Resolutions
Issues identified by any stakeholder can be communicated to the
Programme Manager, Stakeholder Liaison Officer or PR manager via
email, phone call or during meetings or workshops.
A page on the project website will document all the issues raised and
the current status of investigations or the agreed resolution. There
will be a link and standard format to allow anyone to comment on an
issue or raise a new issue.
Risks and issues will be quantified against time, cost and quality and
owned, managed and progressed by the Management Group.
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4.6 Contributing Ideas
Members of the public and stakeholders who have additional ideas
and comments can raise these through the website and Programme
Team. After consideration, these will be assessed by the
stakeholder, management and technical group as appropriate and
possible in order to allow input from all levels of the communities
affected by the programme interventions.
Once general infrastructure design is done, there will be
presentations to let the majority of stakeholders know what it will look
like and how it will work. We will not be actively seeking design
ideas from the entire stakeholder community.
4.7 How To
Stakeholders will be given the right information in plenty of time in
order to be able to properly consider and raise issues between
themselves and their wider organizational networks.
This will include:
 Infrastructure plans and designs
 Behaviors change intervention plans and methodologies
 Snagging issues
 Compromise options
 Wider community issues and change management
4.8 Questions
Questions can be raised via email to the Programme Manager of
communications manager. Responses will be emailed.
Frequently asked questions will be posted on the website and may
be discussed at the regular stakeholder Meetings or in the
Newsletter.
4.9 Business Readiness
In preparation for implementation a checklist will be prepared and
emailed to each impacted stakeholder and posted on the website.
The checklist will be explained at a Stakeholder Group meeting.
Feedback on the checklist and progress against it can be reported to
the Programme Team by email, phone call, or in a one-to-one
meeting. The website will display the checklist status for all
stakeholders.
(see also Issues & Resolutions)
4.10
Thank You
After specific milestone outputs are delivered and implemented an
email thanking all participants will be sent from the Programme
Manager and SRO as appropriate.
A thank you message will be posted on the website listing specific
achievements and successes.
Once the element in question has been in operation for a few
months, feedback from stakeholders will be gathers by email, the
website and meetings to contribute to the evaluation and refinement
process.
Positive feedback from applicants will be reported to all stakeholders
via email, in the Newsletter and on the project website.
Negative feedback will be moderated and discussed with the
Programme Team and Management group is necessary to ensure a
consistent message and correct response and resolution strategy.
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4.11
Benefits Measures
Before the portal is implemented, the Programme Manager and the
Management Group will agree a set of benefits measures and
communicate that to the Stakeholder group for feedback and input.
After each milestone element and activity has been implemented, the
benefits will be measured and checks will be done and a survey to
find out to what extent they are being used and appreciated. The
results of these checks will be reported on the website and in the
newsletter.
Feedback from applicants will be reported to all stakeholders via
email, in the Newsletter and on the project website.
5. Methods of communication
5.1 Email
Email will be the primary method of communication. There will not
be a project email address. Emails will be sent from and to the
Programme Manager, stakeholder liaison officer or PR manager
directly.
A list of stakeholder email addresses will be maintained by the PR
manager with assistance from the Stakeholder Liaison Officer.
5.2 Presentations
Open presentations will be scheduled to show progress and
upcoming delivery in order to:
a) Demonstrate what is planned and by when
b) Develop enthusiasm and interest amongst the stakeholders
so they look forward to its implementation
c) Get feedback and comments
5.3 Workshops
Workshops will be help for the DIY Streets and other infrastructure
elements so that people have a genuine input into matters that affect
them and their communities.
Notes will be published on the website and ideas taken forward to
the technical group for consideration before the final implementation
design is agreed.
5.4 Website
The website will contain:
a) Project plan and progress against the plan
b) Design drawings and notes
c) Documentation on how to use it
d) Consultation and implementation checklists
e) Benefits measures
f) Results of benefits measures
g) Issues and their Resolution
h) FAQs
i) Stakeholder News
j) Stakeholder Group Meetings – dates and presentations
5.5 Reports
Monthly Project status reports will be produced for the Management
group and Stakeholder group by the Programme Manager.
5.6 E-Newsletter
A monthly newsletter will be produced for all members of all groups
so they are kept informed of all themes, progress, issues and
conflicts.
5.7 Flyer / Poster
Posters and other printed media will be used in conjunction with
specific campaigns and completion milestones.
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5.8 Stakeholder Group Meetings
Regular Stakeholder Group Meetings will be held for which will
discuss topics related to the Cycling City Ambition programme as
appropriate.
5.9 Bulletins
Specific bulletins will highlight headline information and figures for
key parties such as the SRO, Executive members and technical
group.
5.10
One-to-One meetings
One-to-one meetings will be held with selected stakeholders to
discuss design of the portal. This will involve the Programme Team
members. One-to-one meetings will be help with the Programme
Manager and Management group to give proper prior notice and
information about specific issues and delivery.
5.11
File Share site
A file share site will host papers for technical group that are in a
stage prior to sign off for public dissemination on the website.
Access will be limited to different groups as appropriate.
5.12
Facebook
Facebook will be used if all groups feel it could be beneficial to public
awareness and that appropriate moderation resource can be given to
it.
5.13
Twitter
Twitter will be used if all groups feel it could be beneficial to public
awareness and that appropriate moderation resource can be given to
it.
5.14
Blog
Blogging will not be used.
5.15
Wiki
A wiki will not be used.
5.16
Events
Events will be scheduled as milestones are reached and specific
measures are implemented to grow awareness and build enthusiasm
and buy in.
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April 2013
Appendix 15 - Communications Plan - part B
157
April 2013
Appendix 16: integrated assurance and approval plan
1. Introduction
Integrated assurance and approval provides organisation-wide visibility of the project portfolio and an agreed view of
risk, and is key to the learning and dissemination of lessons. This is done in Newcastle through the Newcastle Project
Management System (PMS).
The PMS provides a governance framework for managing all council and partner projects, with the benefits of:
 providing clear and accessible information on all programme and project activity - past, present and future
 supporting cross-council and partnership working
 ensuring a consistent approach to programme and project management, whilst allowing flexibility to adapt to
service and project needs
 improving the effectiveness of programme management in controlling demand and prioritising project activity
 making the best use of programme and project resources
 developing and retaining skills
 improving the effectiveness and efficiency of project delivery.
At the core of the Newcastle PMS are six stages, linked to the gateways approvals needed for all new projects:
1
2
3
4
5
6
Mandate
Proposal
Business Case
Start-up
Delivery
Close
There are also a number of processes - such as resource planning and management, governance and reporting, risk
management, stakeholder engagement and communications - which run through all of the stages.
1.1 Purpose of the IAAP
The purpose of the Integrated Assurance and Approval Plan (IAAP) is to determine how and when we will provide an
independent challenge to the programme, bringing in external expertise and helping to identify and manage major risks.
Effective project assurance requires senior management commitment to undertaking assurance activities and to acting
on recommendations. The IAAP maps out how that will happen.
The objectives of the IAAP are to provide
 Proper definition to projects, making sure it’s clear what will be delivered, by when, and with what resource, and
that appropriate approvals have been given
 Clear roles and responsibilities, and clear delegation of responsibility
 Controls to provide early warning of deviations from the plan, as well as risks and issues, and a way of
managing them
 Good communication channels, making sure management and stakeholders are involved at the right time, in
the right way
 Regular reviews of the project to make sure it is still viable, worthwhile and deliverable
 A common language across the council and a process that is repeatable.
2. Scope
The IAAP will be used to
 Make sure it’s clear what will be delivered, by when, and with what resource, and that appropriate approvals
have been given
 Set out clear roles and responsibilities, and clear delegation of responsibility. Put in place controls to provide
early warning of deviations from the plan, as well as risks and issues, and a way of managing them
 Set up good communication channels, making sure management and stakeholders are involved at the right
time, in the right way
158
April 2013

Regularly review the project to make sure it is still viable, worthwhile and deliverable
3. Assessment of risks and determination of assurance requirements
Newcastle uses a project management toolkit which provides the tools and techniques to determine risk and for
assurance activities (http://community.newcastle.gov.uk/projects/content/project-management-toolkit). The processes
used are:






Project planning
Resource management
Risk management
Stakeholder management and communications
Reporting and governance
Project controls
Further information, tools and templates are used to help with some of the processes specific to a particular stage.
These are:


Project impact and risk assessment (Stage 2)
Options appraisal and Value for Money analysis (Stage 3)
The relationship between project processes and stages in the council’s PMS are illustrated below:
Stages and Gateways
Processes
Project planning
Resource
management
1
Mandate
2
Proposal
Objectives &
targets
Outputs
Outline timetable
Resource
requirements
Funding options
3
Business Case
4
Start-Up
5
Delivery
6
Close
Project Plan
(implement)
Project Plan
Follow-on
actions
Options appraisal
Scope & activities
Stages/milestones
Project Budget(s)
Cost Codes
Funding plan
Project team
Budget
monitoring
Budget
reconciliation
Risk
management
High level
risk review
Risk identification
& description
Risk analysis
 Risk register
Risk control
& monitoring
Residual
risks
Stakeholder
management
Stakeholder
identification
Stakeholder
analysis
Communications
plan
(implement)
Communications
plan
Review and
feedback
Corporate
considerations
Lessons learned
Project Initiation
Document (PID)
Risk & Impact
Assessment
 Project category
Project structure
and approvals
Project controls
Governance and
Reporting
159
(Project Board)
Issues log
Change requests
Lessons
(to be) learned
Traffic light
reports
End project
report
April 2013
4. Roles and responsibilities
4.1 Directorate Programme Manager
Each Directorate in the council has an experienced Programme Manager who has overall responsibility for portfolio
management of project activity in their directorate. The Directorate Programme Manager ensures the overall integrity
and coherence of the relevant programmes and the effective planning, prioritisation, resourcing and control of projects.
They also work closely with the council’s Head of Programmes & Major Projects to develop the PMS according to the
council’s needs. The scheme comes under the governance of the Deputy Leader of the Council Joyce McCarty. The
Senior Responsible Officer (SRO) is Harvey Emms.
The CCAF programme is managed through three programme groups:
 Programme management group
 Technical group
 Stakeholder group
4.2 Programme Manager
The Programme Manager (PM) for the programme will have a key role of co-ordination between groups. The PM will
have the following key responsibilities:




Overall responsibility for the successful delivery of the programme plan on behalf of Newcastle City Council,
ensuring that objectives are achieved (in budget, on schedule, and within scope).
Management of the programme delivery team’s performance on specific schemes and tasks.
Securing approval in relation to deliverables from the programme management, technical and stakeholder
groups.
Communication, including status reporting, risk management, escalation of issues that cannot be resolved by
the team.
Key stakeholders and interested parties are listed in the Appendix 14 to the Cycle City Ambition Fund bid
5. Planned assurance coverage and scheduling
Assurance will be provided through the robust governance of the council’s PMS as described above, which includes
clear programme and project board and reporting structures.
6. Approvals
Approvals processes will be set out in Terms of Reference for the Project Board, including escalation criteria and
channels. All projects in the council report through an aligned network of programme boards. This project will report
directly to the Planning, Housing and Transport Board.
7. Cost and resources
Project management costs have been included in the overall costs of the scheme at 4% (that is £284,901).This will be
covered within the council’s contribution. Resource days will be allocated according to needs.
8. Reporting and communications
The governance through the PMS described above and the reporting arrangements for the scheme boards covers
reporting arrangements. In addition, the scheme includes a communications plan.
9. Managing outcomes, consequential assurance and escalation
The SRO is Harvey Emms who will work closely with the Project Manager Gary Macdonald and the Directorate Project
Manager to provide robust assurance. Details are set out in Appendix 12.
10.
Schedule
Project Board meetings will be held monthly, Details of the schedule are included in the project plan, Appendix 11.
160
April 2013
Appendix 17: Monitoring and evaluation plan
Element
Data source
Timing
Monitoring coverage
Routes:
Levels of use by
cyclists of routes
developed
Route user intercept
surveys
At strategic locations
prior to route
development and
following completion
of routes
Profile of cyclists
(have target groups been reached?)
Cyclists opinion on development
(have interventions addressed the safety and
severance issues they were designed to
address)
Routes:
Change in volumes
of cyclists
Automated cycle
counts
(ongoing/constant)
Ongoing
Change in volumes of trips by cycle
Cycle friendly
areas
Traffic speed and
volume surveys in
Before and following
completion of cycle
friendly areas
For residents:
Accessibility (can residents access services and
facilities previously not accessible?)
Safety (are traffic speeds and volumes
reduced?)
Community cohesion and well-being
stakeholder surveys
(with residents and
businesses)
For businesses:
Number of employees by sector
(how many businesses in which sector benefit?)
Perceptions of transport links
Annual turnover
Community
consultations in cycle
friendly areas
Community
outreach
Community outreach
participant survey
At first registration
and follow-up
surveys
Levels of cycling amongst participants
(are the anticipated health benefits realised?)
Accessibility and social exclusion
(are participants able to access services and
facilities previously not accessible?)
Active Travel
Centre
Focus groups and
interviews with
groups of community
outreach participants
In year 2 of the
programme, to
supplement the
participant surveys
Northumbria
University staff and
student travel survey
Before and following
completion of the
Change in levels of cycling amongst staff and
students
Counts of parked
bikes at Northumbria
University
Cycle and Metro
Metro station
surveys
Annually at a subset
of stations on above
ground sections of
the route
Journey profiles
(has bike and metro integration enabled users
to access destinations previously not accessible
to them by metro alone?)
Overall impact on
air quality
Air quality
measurements
Ongoing, using
existing data
collection
Areas contained within AQMAs
Expected
concurrent
decrease in car
use
Mode share for
journey to work
Ongoing, collected
via Go Smarter
Peak period congestion
Car based commuting mileage
Well-being
Annual Population
Survey
Annual
Self-reported levels of well-being in programme
target areas compared with other areas.
Household surveys
161
April 2013
162
April 2013

Newcastle`s Cycle City Ambition

Transcription

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