Local Sustainable Transport Fund Bid

Transcription

TRAVEL 4 RUTLAND
SMALL PROJECT APPLICATION
TRANCHE 2 BID
FOR
THE LOCAL SUSTAINABLE TRANSPORT FUND
The.
1
Local Sustainable Transport Fund
APPLICANT INFORMATION
LOCAL TRANSPORT AUTHORITY NAME:
Rutland County Council
SENIOR RESPONSIBLE OWNER (Name & Role):
Aman Mehra, Strategic Director for Places
BID MANAGER (Name & Role):
Sally Killips, Group Manager Transport Strategy
CONTACT TELEPHONE NUMBERS:
Sally Killips 01572 758229
EMAIL ADDRESS:
[email protected]
POSTAL ADDRESS:
Catmose
Oakham
LE15 6HP
WEBSITE FOR PUBLISHED BID:
www.rutland.gov.uk
2
SECTION A
PROJECT DESCRIPTION AND FUNDING PROFILE
A1 PROJECT NAME
A4 TYPE OF BID
Travel4Rutland
This is a re-submission of a Tranche 1 bid.
A2 HEADLINE DESCRIPTION
Small project bids
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
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
Tranche 1 bid
Expression of interest for Tranche 2
Tranche 2 bid
Our bid sets out to target the root problems faced
by Rutland as identified in our LTP3, they are:
To overcome problems of isolation in our
sparsely populated county
To provide transport solutions that help job
seekers access work and training and our
businesses to recruit locally
To grow our rural economy especially our
tourism offer
To reduce our transport carbon emissions by
encouraging sustainable travel choices
To improve health and reduce inequalities by
providing opportunities for physical activity
A5 TOTAL PACKAGE COST
£5,533,000
A6 TOTAL DFT FUNDING
£4,820,500
CONTRIBUTION SOUGHT
£712,500
Our bid works towards solving these problems
through:
A7 SPEND PROFILE
Part 1: A countywide Demand Responsive
Transport (DRT) Service
Part 2: An employment shuttle bus linking job
seekers with jobs
Part 3: A tourism bus connecting Oakham,
Uppingham and Rutland Water together
with cycle infrastructure improvements
and satellite cycle hubs
Part 4: A Sustainable Transport Interchange at the
railway station, including a ‘Wheels to
Work’ and cycle hire hub.
Revenue
funding
sought
Capital funding
sought
Local
contribution
TOTAL
A3 GEOGRAPHICAL AREA
The whole of the county plus the cross border
major centres of Corby, Melton Mowbray and
Stamford.
3
2012-13
(£K)
2013-14
(£k)
2014-15
(£k)
TOTAL
(£k)
455
883
873
2,211
813.5
1,283.5
512.5
2,609.5
250.18
195.68
266.64
712.5
1,518.68
2,362.18
1,652.14
5,533
A8 LOCAL CONTRIBUTION
A9 PARTNERSHIP BODIES
Part 1: Countywide Demand Responsive
Transport (DRT) service.
(See Appendix 6 for letters detailing financial
contribution and appendix 7 for letters of support
in the Supporting Documents)
Four buses purchased for the Demand Responsive
Transport Service (DRT) out of Rutland County
Council capital programme. DRT back office costs
met by Rutland County Council working in
partnership
with
Northamptonshire
and
Leicestershire County Councils on cross border
operation of DRT.
Part 1: Countywide
Demand
Responsive
Transport service (DRT). Centrebus and Translinc
(Public transport operators), Lincolnshire CC,
Northamptonshire CC, Harborough District Council,
Melton Borough Council, Leicester, Leicestershire
and Rutland PCT Cluster and Voluntary Action
Rutland.
Part 2: Employment shuttle bus linking job
seekers with jobs.
Part 2: Employment shuttle bus linking job
seekers with jobs. We are working with many
businesses that will benefit from the service. We
have chosen to only list our major businesses who
are actively contributing to the service: Lands End,
LineCross, Arnold Wills, RPC, Centrebus and Job
Centre Plus.
Sponsorship of the combined work shuttle service
and tourism bus service by local employers.
Part 3: Tourism bus connecting Oakham,
Uppingham and Rutland Water together
with cycle infrastructure improvements
and satellite cycle hubs.
Part 3: Tourism Bus connecting Oakham,
Uppingham and Rutland Water together with
cycle infrastructure improvements and satellite
cycle hubs. We are working with all our tourism
businesses however the ones listed below are the
leadership businesses in the Rutland Tourism
Forum: Greetham Valley Hotel, Horse and Jockey
PH, Rutland Caravan and Camping, Barnsdale
Lodge and Anglian Water. Other businesses
partnering us on this project are Rutland Cycling
Centrebus, Translinc and New College Stamford.
 Infrastructure work both RCC Capital and
Revenue
 S106 funded tourism posts
 Tourism businesses paying for advertising space
on the buses
 New College Stamford
Part 4: Sustainable Transport Interchange at the
railway station, including a Wheels to
Work and Cycle Hire Hub
Part 4: Sustainable Transport Interchange at the
railway station, including a Wheels to Work and
Cycle Hire Hub. Partnership bodies include East
Midlands Trains, Network Rail, Centrebus and
Wheels to Work. Change Agents UK (education
charity) have agreed to be partners in the
monitoring and evaluation of the project.
Potential partners in the operation of the cycle hub
are Rutland Cycling (an established business based
at Rutland Water from where they hire , sell,
maintain cycles and offer a wide range of outdoor
clothing and equipment) and ‘Out of the Rut’ a
social enterprise. The establishment of the Cycle
Hire operation both in Oakham and in the wider
rural locations will be subject to the Council’s
procurement process.
 £100,000 contribution from S106 funding
(Hawksmead Developers).
 £50,000 East Midlands Trains
 ‘In kind’ contribution from Transition Rutland (a
social enterprise) in respect to survey of local
people re sustainable travel.
 Contribution from our Capital Programme of
£22,000 towards the Wheels to Work project
and a further indicative contribution of £20,000
over 2 subsequent years.
 £4,500 contribution from our Capital
Programme towards the marketing of the
sustainable transport projects within the bid.
 Centrebus contribution of 30% to the costs for
smart ticketing.
4
Business Partner
Arnold Wills
Lands’ End UK Ltd
LineCross Ltd
C S Ellis Group Ltd
RPC Containers Ltd
Tourism Business Partner
Anglian Water
Greetham Valley Hotel
Rutland Cycling
Barnsdale Lodge
Rail Operator Partner
East Midlands Trains
Bus Operator Partner
Centrebus
Translinc
Voluntary Sector Partner
Out of the Rut
Change Agents UK
Local Authority Partner
Local Strategic Partnership Infrastructure Group
Rutland Tourism Forum
Part 3
Part 4
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3
30
11.5
11.5
34.5

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28
Advertising
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2
6
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50
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47
Expertise in DRT service
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Bike maintenance
Monitoring
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Help with employees
shuttle routes
Help with bus routes
Back office facilities for
DRT
Lincolnshire County Council
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Northamptonshire County Council
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Section 106
Other Partners
Job Centre Plus
Leicester, Leicestershire & Rutland
PCT Cluster
New College Stamford
TOTAL
Part 2
Financial (£k)
Part 1
Contribution ‘in kind’
Figure 1 Summary of Local Contributions and Partnerships Bodies
178
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125
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36
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5
Accommodation for
project officer
Job seeker survey
Advice for Health and
Wellbeing board

150
712.5
SECTION B
THE LOCAL CHALLENGE
B1 THE LOCAL CONTEXT
Setting the scene
Rutland is situated in the south east of the East Midlands and is bordered by Lincolnshire,
Leicestershire and Northamptonshire and is defined as the most rural county in the entire country (Office for
National Statistics Rural and Urban Classification 2004).
Figure 2 Location Map
The county has two market towns. Oakham is the
larger of the two with a population of 11,363 and
is the main service centre for Rutland. A high
percentage of our major employers are located
within the town. Uppingham has a population of
4,733 and a more limited range of facilities and
fewer employment opportunities.
to larger villages with a school, shop, post office,
GP surgery and some employment opportunities.
The 6 largest villages each have a population of
more than 1,000 and account for 26% of Rutland’s
population. Increasing connectivity between these
dispersed settlements is the key to growing
Rutland’s economy and to the health and
wellbeing of its citizens.
Rutland has 53 villages which range in size from
small hamlets with a few houses and no facilities
6
Beyond Rutland’s borders, Stamford lies just
outside the county boundary, providing an
important service hub for villages on the eastern
side of the county. Melton Mowbray is
approximately 6 miles to the northwest and Corby
is approximately 4 miles to the south of the county
boundary.
Corby is part of the North
Northamptonshire growth area (the biggest single
growth area outside London) and is planned to
double in size by 2033 seeing its population
growing
to
100,000
(North
Northants
Development Company, 2012).
Rutland’s Challenges
Peterborough, 24 miles from Oakham, is also set to
see growth with 25,000 new homes and 20,000
new jobs over the next 20 years (Peterborough
City Council, 2011). Grantham 12 miles to the
northeast of our county boundary is also
earmarked as a growth area and forecast to grow
by 30% between now and 2026. The town is to get
7,500 new homes and office, retail and leisure
opportunities which should create more than
4,000 new jobs. It will see its population grow by
30% to 60,000 by 2026 (South Kesteven District
Council, 2011).
 low population density,
 changing dynamics of employment
opportunities,
 growth in population,
 ageing population,
 high car ownership and usage,
On the face of it Rutland presents a very
prosperous picture when compared with other
places in the East Midlands. Yet once you start to
look below the surface you discover people who
are experiencing economic and social hardships
that are hidden amongst the more general
population.
A very different picture begins to emerge when
you consider Rutland’s:
Figure 3 Population density comparisons
Population Density (Resident population per km2)
The economy of Rutland is diverse and mainly
based on small businesses. Tourism is an
important part of the local economy, mainly due
to Rutland Water, which is a major attraction for
bird-watchers, cyclists and walkers. It also provides
water for much of East Anglia.
Rutland
99
East Midlands
284
England
395
Compared to the rest of the East Midlands and
England we have a smaller number of businesses
employing more than 250 employees and a
slightly higher percentage of small businesses
employing under 5 employees. Because of this our
travel to work patterns tend to be less distinct and
therefore harder to cater for than those in more
urban areas where mass movements of people
from a residential area into employment centres
tend to be the norm. The recent closure on
31/3/2011 of RAF Cottesmore and HM Prison
Ashwell along with a reduction in other public
service jobs has had a major impact on both
employment opportunities in Rutland reduced by
approximately 3,000 and the GVA of the county
reduced by an estimated 60 million per annum.
More recently it has been confirmed that Army
personnel will be relocated to the former RAF
Cottesmore site over a period of two years, the
first 650 arriving during 2012, 250 of which will be
bringing families making an expected total of 1000
personnel and in 2013 it is expected a further 500
troops with 200 bringing families giving an
estimated total of an additional 900 personnel. It is
Unemployment is low, although a high number of
residents commute out of the area to work.
Earnings are close to the regional and national
averages and skill levels are high. Average house
prices are relatively high.
Although, in general, the health of the population
is very good there are some inequalities between
more or less advantaged social groups.
Deprivation is lower than the England average; an
estimated 525 children live in poverty. Life
expectancy for women is 6.4 years lower in the
most deprived areas of Rutland than in the least
deprived areas. Around 1 in 6 Year 6 children and 1
in 5 adults are classified as obese. The rate of road
injuries and death is higher than the England
average, but relatively few in absolute terms
(Public Health Observatories, 2011).
7
anticipated therefore that public transport to and
from the site will be a high priority as there is low
car ownership amongst those being transferred.
the Council’s economic growth policy as set out in
the recently adopted core strategy.
This sparsity of population, jobs and businesses
substantially disadvantages the delivery of
accessible, inclusive employment and skills
provision. The logistics involved in designing
services that link people to jobs and training,
encourage modal shift and provide access to
services is complex because of the spatial pattern
of the county.
The Council is working closely with the Ministry of
Justice regarding the future of the Ashwell prison
site and exploring potential development of a
business park to help boost growth and the local
economy and to safeguard jobs. This aligns with
Figure 4 Summary of Rutland’s challenges, their impact and our planned actions
CHALLENGES
Closure of RAF
Cottesmore, HMP
Ashwell and reduction
in public sector jobs
ECONOMIC IMPACT
ENVIRONMENTAL IMPACT
SOCIAL IMPACT
A negative impact on GVA.
RAF Cottesmore
accounted for approx.60
million of GVA per annum
in Rutland and employed
around 800 civilian staff.
RAF Cottesmore and HM
Prison Ashwell - Both sites
will be affected by change
of use which will change
the traffic patterns and
traffic flows. Sustainable
alternatives need to be
planned to avoid issues of
congestion and access
Army personnel will be
relocated to the former
RAF Cottesmore site over
a period of 2 years. The
first 650 arriving during
2012, 250 of which will
bring families making a
total of 1000 personnel.
2013 a further 500 troops,
200 bringing families
giving an additional total
of 900 personnel.
HMP Ashwell employed
around 200 staff.
Loss of local jobs for
local people
Employers unable to
recruit low skilled and
semi-skilled workers
and job seekers unable
to access jobs, training
and work experience
due to poor or nonexistent transport links
and limited connectivity
A supply and demand
imbalance resulting in
people having to give up a
job due to transport
difficulties. People locked
out of jobs and training.
Increasing numbers of
welfare claimants
Difficulty targeting
solutions due to low
population density and
pockets of disadvantage
People without transport
get trapped within the
benefits system and
blocked from
opportunities of work and
training
People driving to Rutland
Water rarely visit our
market towns
Without intervention
there is a required reliance
on the car creating carbon
emissions
Social exclusion resulting
from some people not
being able to access jobs –
this impacts on self
esteem and mental health
Over dependence on cars
leads to higher carbon
emissions
The need to own a car
because of the place you
live can result in a spiral of
financial problems from
which there is no escape
other than by becoming
dependent on benefits
People not being able to
access services causes a
reduction in amount of
jobs required within the
service industry
Once people stop driving
they have difficulty
accessing shops and
services which has a
negative impact on our
economy
People have to be
dependent on their car
and this impacts adversely
on the environment
Exclusion from services
which can impact on
people’s health
High car ownership and
car dependency
High per capita CO2
emissions
Difficulty getting to
services from villages
and bringing services to
people
Planning for an ageing
population
The mental and physical
impact of unemployment
and wider impacts on the
caring and health services
that this brings
Army personnel partners
will need transport to
access employment.
Without alternative
transport the horizons of
the elderly will shrink as
they stop driving leading
to social isolation
8
HOW THIS BID
CONTRIBUTES TO THE
SOLUTIONS
Tourism bus contributes to
growing our tourism offer
which will provide work
opportunities.
Call Connect, the
workplace shuttle and
wheels to work hub fill the
gaps in the transport
network that allow easier
and less costly access to
work and training and
other services
Widening the labour pool
available to local
employers giving them the
conditions that make them
confident that they can
continue to invest locally.
Removing the transport
barriers that prevent job
seekers securing
employment
Introduction of
countywide demand
responsive system and the
employer shuttle service
should help resolve this
issue
Providing flexibility of
services and promoting
sustainable transport to
encourage a shift away
from high car usage and
the necessity of car
ownership that is
unaffordable
Introducing demand
responsive transport
countywide will offer
everyone the ability to
access services
The roll out of demand
responsive transport
enables the ageing
population to access
services and shops
Our major challenge is therefore providing
transport solutions that:
flow effects and this will impact on business
activity.
The deeply rural nature of Rutland generates the
need to travel and car dependency and car usage
remains high and the percentage of people using
public transport to travel remains low. Just over
1% of people in Rutland aged between 16 and 74
and in regular employment travel to work on the
bus. Compare this with figures of approximately
7% and 7.5% for the East Midlands region and the
UK respectively.
1. Remove the barriers that stop people gaining
employment and skills.
2. Contribute to economic growth and market
town survival.
3. Combat the high car usage of a deeply rural
county.
4. Safeguard jobs.
While at the same time achieving the critical
objectives of:
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
This high car usage increases both environmental
and safety issues in the county. The role of active
travel – walking and cycling – and good physical
and mental health is well established. Mental
health is also related to employment, which is
facilitated by sustainable transport solutions.
Value for money
Return on investment
Cost effectiveness
Deliverability
Sustainability
Rutland is forecast to have significant population
growth in the next 10 years. It will need to
generate jobs for its existing population and
provide new employment opportunities if it is not
to consist of dormitory towns and villages.
Investment in transport infrastructure and
connectivity are essential if what Atherton and
Price (2007) call the ‘strong local economy’ of
Oakham and the ‘healthy town economy’ of
Uppingham are to be sustained.
B2 EVIDENCE
It was clear through the work we did when
preparing LTP3 that isolation and dispersed
communities remain an obstacle to people in
Rutland when it comes to accessing jobs, training
and services unless they have their own transport.
This issue was evidenced again when the strategic
objectives of the council were reviewed recently.
At staff and partnership feedback sessions all
service areas repeatedly highlighted issues of
accessibility, lack of transport or gaps in transport
and costs, as something that impacted on the lives
of their customers and clients.
Both of these settlements represent significant
local agglomerations of economic activity
(evidenced by higher than average firm densities).
They act as important sub-regional service centres
supporting residents and businesses located in the
smaller and more dispersed settlements that
characterise much of Rutland.
In their study of centres of economic activity in the
East Midlands, Atherton and Price (2007) note that
the ‘flow’ effects of goods and people through
transport and communication infrastructure
determine patterns of economic activity. Areas
where infrastructure enables these flows are more
likely to see higher levels of economic activity than
where infrastructure is not as enabling.
The fact that there is a poor match between local
employment opportunities and the sectors that
young people choose to study, particularly with
regard to apprenticeships also point to an
increasing imbalance between available work
force and jobs.
The efficiency of Transport infrastructure is
therefore likely to have a major influence on
economic activity within an area. The corollary of
this is that settlements which have poor transport
and communication infrastructure, and are remote
from customers and suppliers, will have reduced
It is estimated that the population in Rutland will
increase to 46,400 by 2033 (Leicestershire
Statistics and Research, 2008). The increase is
particularly significant for the over 75 population,
which is estimated to more than double. We need
to plan now for these demographic changes
9
ensuring accessibility to health and social care
services in the county; including people who may
have specialist needs for which they have to travel
out of the county.
to offers of work and training and for younger job
seekers to the work experience that could unlock
job opportunities. It is also significant that the job
centres themselves can be difficult to access by
Rutland job seekers as the 3 nearest are located
across border in Corby, Melton and Stamford.
Part 1 Countywide Demand Responsive Transport
(DRT) service
Although academic attainment in Rutland is above
the national averages there are still young people
who are in employment without training (ENTs) or
not in education, employment or training (NEET).
Take up of apprenticeships in Rutland is also
significantly lower than other places. Post–sixteen
providers and young people had to leave the
county for their education and training. A new post
16 facility is currently under construction.
Studies into rural delivery frameworks have found
that in rural areas there are marked differences in
public service accessibility; the ease of access
decreases as sparsity increases. This means that
fundamental services such as doctor’s surgeries,
cash facilities, schools and public transport are less
accessible to those living in rural locations. This
disadvantage is particularly relevant to those who
lack their own transport which was 13.6% of
Rutland households in the 2001 census.
Figure 6 Qualification comparison
Proportion of working age population
qualified to at least Level 4
It was recognised that difficulty in accessing
healthcare is a common issue amongst older
people. Access can be made worse by the fact that
treatment will in some cases be remote from their
local area. This is a particular issue for Rutland
which, unless targeted now, will grow as our
population increases and ages and the proportion
of older people increases.
2010
2030
20.8%
30.5%
East Midlands
17.1%
23.3%
England
16.5%
21.5%
29.6%
East Midlands
25.4%
Figure 6 shows that Rutland has a significantly
more highly skilled workforce than the regional
average, and also compares favourably to
neighbouring areas such as Leicestershire,
Cambridgeshire and Northamptonshire. However,
analysis of employment by occupation and
earnings both suggest that Rutland’s workforce
may be ‘underemployed’. Earnings in Rutland are
lower than neighbouring areas – both for residents
who work in Rutland and those who commute to
work elsewhere.
Figure 5 Population projections (>65)
Rutland
Rutland
In Rutland the council’s Access to Services Group
has identified two target groups that are
particularly vulnerable , people aged 75 years or
over and families with a child or children under the
age of five.
Rutland also has average or lower than average
employment in a number of high and intermediate
–skilled occupations, suggesting that skilled
residents may be facing barriers to accessing jobs
that make full use of their abilities. These barriers
could include access to transport and relative
distance from larger labour markets.
“10% of Rutland employers surveyed in 2009
reported a skills gap in the workforce and 18%
foresaw a need for increased skills (especially in
terms of personal, technical and ICT skills) in their
workforce in future”
Figure 7 Apprenticeship comparison
Progress towards apprenticeship ambition
16-19 year olds (2010)
We also know from working with our Job Centre
Plus offices that a high percentage of Rutland job
seekers also give lack of transport as a major
obstacle to them getting to job interviews, getting
10
Rutland
1 in 26
Lincolnshire
1 in 10
East Midlands
1 in 9
Figure 8 Employment without training
connectivity of our public transport has been a
barrier to people in our rural communities.
However, we have already started to change the
way we deliver public transport in Rutland by
introducing a DRT service in one area. We need to
extend this service to the rest of the county to
improve connectivity and cross border connections
if we are to help people into employment and to
the services they need. Discussions with local
businesses have shown that the pilot DRT service
has assisted with their recruitment from the local
workforce.
Young people in employment without
training (ENT) (2009)
Rutland
12%
Lincolnshire
7%
East Midlands
6.3%
To identify in more detail the transport barriers
being faced by our job seekers we have carried out
an Access to Work survey through the 3 most local
Job Centres Plus offices which are based in
Stamford, Melton Mowbray and Corby.
Evidence from Lincolnshire County Council who
operate the CallConnect DRT service show that
their fixed service supported routes have seen a
steady decline in patronage over years, whereas
they are seeing year on year increases in the
patronage on their CallConnect services. Their
figures show a 28.5% increase in patronage on
CallConnect during 2010 compared to the previous
year, in addition customer satisfaction with
CallConnect is considerably higher at 93% than it
was for their traditional fixed route service at 6070% satisfaction. This service becomes even more
critical to Rutland as Army personnel arrive
bringing with them families that will rely on the
service to gain access to Oakham and Stamford,
and the wider transport networks thereby
supporting the local economy and providing access
to employment.
Results from the surveys show that:
 61% did not have their own transport to get to
job interviews or jobs
 Of these 22% have had to turn down offers of
jobs/ training
 Approximately half of those surveyed said their
search for jobs/training had been restricted by
both lack of public transport and the cost of
transport
 61% said the work they were looking for
involved shift work
The Access to Work survey also highlighted the
type of job(s) people were looking for, as shown in
Figure 9 below.
Despite its relatively high level of labour market
participation, individuals living in Rutland who
become unemployed face multi disadvantage
related to relative isolation and reliance on a small
local labour markets, which may have a very
limited number of vacancies
Part 2 Employment Shuttle linking job seekers
with jobs
In 2010 the ratio between employment
opportunities and workforce availability in Rutland
was circa 1:2 with an imbalance between the types
of vacancies notified to Job Centre Plus and the
type of employment being sought by Job Seeker
Plus claimants.
Figure 9 Type of work wanted (by sector)
Type of work being sought by Rutland jobseekers
Factory
39%
Shop
39%
Manufacturing/Construction
30%
Office
22%
Hotel/Catering
22%
Nursing/Carer
9%
We know through our work with Job Centre Plus
that the type of work being sought by job seekers
often involves shift work, but transport issues are
often a barrier. This is especially true for those
living outside the two market towns in the smaller
more isolated villages.
Analysis of Rutland JSA claimants by type of
employment sought and the nature of local job
vacancies reveals strong evidence of a mismatch
Although public transport usage in Rutland has
grown over the last five years there remain
challenges. The infrequency and limited
11
between the available labour and local
employment opportunities. Local vacancies are
predominantly for personal service occupations
associated with healthcare and for plant and
machine operatives. Job seekers are more likely to
be seeking employment in sales and customer
services or elementary occupations (ERSB analysis
of JSA and vacancies data).
This Case Study from the Oakham Citizens Advice
Bureau highlights the sort of difficulties people are
experiencing.
“A 24 year old single man has 2 children aged 2
and 7 years with his ex-partner. He lives in a
Housing Association flat some miles out of
Oakham and works full time at a remote country
hotel. His income is £840 a month and he is not
eligible for Work Tax Credit as he is under 25. He
needs a car to get to work and it costs £227pcm
to run. His rent is £345, council tax £85 and
utilities are £170pcm. He has a deficit of
£182pcm. He has no qualifications and has been
unable to find other work as his options are
limited. If he stops work he will be sanctioned for
Job Seeker Allowance. His car is therefore
essential if he is to continue in employment but a
huge drain on his finances due to his age and the
cost of petrol. He has debts of just under £5,000
which are almost all priority debts”
The Employment Shuttle Bus will play a key role in
addressing the mismatch between job seekers and
available work. It will do this by enabling job
seekers in Rutland to access employment
opportunities within Rutland and in the nearby
employment centres of Melton Mowbray,
Stamford and Corby. In cases where local
employers lack suitable local labour, it will also
allow them to widen the pool of labour not
accessible to them via public transport (see Figure
16). Work in Rutland is likely to become more
attractive from the perspective of residents of
neighbouring towns who will no longer be as
reliant on personal transport in order to take-up
employment in the County.
Work with our major employers has also
highlighted difficulty in recruiting locally, which is
something they are keen to do. The development
of Workplace Travel Plans has evidenced similar
issues with:
Rutland is an economic powerhouse for the towns
that lie on its border namely Stamford, Corby and
Melton Mowbray. Many of our large employers
already draw labour from these towns, for
example 21% of staff at RPC Containers ltd live in
Melton Mowbray and 5% in Stamford and a recent
travel survey carried out as part of the travel plan
for Line Cross Ltd show a large concentration live
in Stamford. Running the shuttle service from
these towns will not only help our businesses
recruit more staff, but will also contribute to the
reduction of employment in these towns.
 people being offered jobs but unable to take
them up due to problems with travel
arrangements
 people having to give up a job if their travel
options change.
“Through working with Jobcentre Plus you have
been able to more clearly evidence the issues for
Rutland job seekers. We particularly welcome the
proposed workplace shuttle and the location of a
Wheels to Work hub in Oakham” Jobcentre Plus.
Figure 10 Unemployment (July 10 – June 11
Nomis) for the towns proposed to be served by
the employee shuttle service
Unemployed
Rutland
Stamford
Corby
Melton
Mowbray
800
362
1586
532
A ‘snapshot’ of some of the Rutland travel to work
characteristics is shown through the following
statistics from surveys undertaken by 4 major
employers in the county as part of the
development of their travel plan. The types of jobs
on offer from our major employers interested in
the shuttle service include manufacturing,
distribution, warehousing, customer service and
mail order and retail outlet. Many of these jobs
entail shift work.
12
 56.6 million domestic holidays of one night or
more spending £12.1 billion
 16.6 million domestic overnight business trips
spending £3.9 billion
 42.8 million domestic overnight trips to friends
and relatives spending £4.4 billion
Figure 11 Travel to work patterns
County
Council
Lands
End
LineCross
Hanson
Cement
Oakham
(centre)
Oakham
(north)
South
Luffenham
Ketton
village
75.9%
68%
65%
79%
Car (share)
4%
14%
23%
7%
Motorcycle
-
-
2%
-
Walk
11.9%
9%
-
2%
Cycle
4%
3%
2%
8%
1.8%
2%
-
-
-
-
8%
1%
Based in
Car
Public
Transport
Lift by
family or
friend
In Rutland we have 1.6 million visitors to the
county per annum of which 1.2 million visit
Rutland Water. These visitors contribute 10% to
our economy.
Figure 12 Tourism related jobs (2008)
We have taken the information from these travel
plans to build a picture of existing travel patterns
to shift work and have combined this with job
seeker locations and the location of smaller
employment sites. This information will be used to
model the employer shuttle service.
Rutland
12.6%
East Midlands
7.6%
Great Britain
8.2%
We know from national figures that tourism
related to outdoor activities such as walking and
cycling is growing with 66% of UK residents having
a day out in the countryside three or four times a
year. Rutland is ideally placed to attract this type
of visitor with Rutland Water a major draw and we
want to grow the tourism economy by 5% year on
year.
“Sustainable travel helps capture money in the
local economy. People travelling on foot, pedal
cycle and public transport are more likely to
spend their money in locally owned shops and
facilities. These direct economic benefits increase
inward investment into local communities and
are improved when the number of visitors and
the length of stay are increased”
(Linking people to the Landscape - The benefits of
Sustainable Travel in Countryside Recreation and
Tourism)
Part 3 Tourism Bus connecting Oakham,
cycle hubs
Nationally the UK tourism industry contributes
£97bn to the economy in England. One in twelve
jobs in the UK is either directly or indirectly
supported by tourism. This number of jobs is
forecast to grow by 250,000 between 2010 and
2020, well ahead of the 2.9% forecast for the
economy as a whole. The sector is particularly
important in rural areas as it contributes a larger
part to local economies and indeed to rural
communities. It also provides job opportunities for
people less likely to engage with the labour market
in a full-time role, for example 1 in 3 employees
are part time female employees higher than the
national level across the entire economy. There are
also opportunities from changing trends post
economic downturn such as tourism’s ‘grey
pound’, food tourism, wellbeing tourism and green
travel/eco tourism which can benefit rural areas
(Deloitte, 2008).
However, at the same time we need to encourage
environmentally sustainable forms of tourism that
have minimal impact on the environment and host
communities. At present the majority of visitors to
Rutland arrive by car. A key objective in our Local
Strategic Partnership (Rutland Together) is:
“To ensure that tourism growth plans incorporate
sustainable development themes so that
Rutland’s unique culture and heritage is
protected”
According to figures from Visit Britain (2011) in
2010 UK residents took:
13
A modelling exercise carried out on behalf of the
Commission for Rural Communities showed that
inward tourism has a significant impact on the
estimated carbon emissions of rural communities.
In a demonstration market town much of the
carbon footprint is generated outside the area as
travellers come to the town from dispersed origins.
Through the modelling process it was evident that
even a small shift to sustainable means of travel
could lead to significant carbon savings. The study
concluded that the only way to lower the carbon
footprint of small rural communities, whilst
continuing to support tourism and the local
economy, was through a shift to public transport.
(Linking people to the Landscape- The benefits of
Sustainable Travel in Countryside Recreation and
Tourism).
Physical activity is essential for good physical and
mental well-being (Public Health White Paper
2011). Some of the most disadvantaged social
groups are also the most physically inactive, and
the number of people with cancer, obesity,
diabetes, coronary heart disease and mental
health problems is higher among people in these
groups. Walking and cycling are accessible and
cost-effective ways of building physical activity into
everyday lives.
This preventative approach is particularly
important given the ageing population in Rutland
and the anticipated increase in the long-term
health conditions we know are responsive to
healthy lifestyles. Reduced demand on care
services and improved work attendance and
productivity will have additional economic
benefits.
By providing improved public transport links
between our market towns and Rutland Water and
by improving connectivity between different
transport modes we aim to reduce car usage and
get people to travel more sustainably reducing
Rutland’s transport generated carbon emissions.
The tourism jobs we generate have to be
accessible for local people and we need to make
sure that young people can get to the training that
will provide them with the skills needed for these
new job opportunities.
The measures in this bid will be an important
component of wider public health programmes to
encourage physical activity, improving mental
health and provide access to care services, all of
which have been identified as top local priorities
by the health and social care partners of the
Shadow Rutland Health and Wellbeing Board.
We already deliver a programme of ‘Bikeability’
training in our schools with 390 Year 5 & 6 children
trained during 2010/11. As well as instilling road
safety messages this training helps in getting our
children and young people into the habit of daily
exercise. Through providing improved cycling
facilities, infrastructure and information we will
encourage this lifestyle choice to be carried on into
adult hood and the next generation.
As well as encouraging tourists to travel
sustainably we also want to provide services that
are easy for local people to use as an alternative to
driving out into the countryside. Consultation with
town and parish councils has also identified a call
for better public transport and cycling connections
between our 2 market towns and Rutland Water.
Consultation during the development of LTP3 and
surveys undertaken by the social enterprise
Transition Rutland have also called for
improvements to both public transport links and
cycle links between our market towns and
countryside. To quote:
Part 4 Sustainable Transport Interchange at the
railway station, including a ‘Wheels to Work and
Cycle Hire Hub’
“I would like to see safer cycle routes between
villages, particularly where bus services have
been removed”
Research carried out in 2008 on behalf of the East
Midlands Development Agency ‘Regeneration at
Transport Interchanges’ highlighted that this is key
to revitalising surrounding areas, improving
journeys to work, creating job opportunities and
attracting visitors.
“I would welcome a link between Rutland Water
and Oakham”
Benefits associated with a transport interchange
include:
14





Figure 13 Car ownership in Rutland (Census 2001)
Reclaimed or redeveloped brown field sites
Employment opportunities
New public space
Increased passenger numbers
Opportunities for active travel
These outputs can in turn help with:



Households with no cars
13%
Households with 1 car
42%
Households > 1 car
43%
Although the overall per capita CO2 emissions for
Rutland have declined between 2005 and 2009 by
20% in line with national trends the road transport
element of our CO2 emissions, although no longer
increasing, have only reduced by 5.2%
(Department of Energy & Climate Change, 2011).
We need to focus on measures that will reduce
this figure further over the coming years and
encourage people to travel around and into the
county by alternative means. This is a difficult
challenge when taking into account the geography
of the county which makes travel by public
transport and walking and cycling less attractive
options for people living in and visiting the county.
Wider markets for local firms to serve
Wide travel to work areas for local firms to
draw on, improving job matching
A contribution to place-making and local
image enhancement
To understand the importance of a Sustainable
Interchange for Oakham we need to look at the
role of Oakham as the county town of Rutland. It
supports a wide rural hinterland and an important
local economy. The town is set to grow over the
next 10/15 years seeing some 1,000 to 1,500
houses built on development land to the north
west of the town. This could increase the
population by an estimated 5,500. In order to
manage this growth we need to encourage
sustainable travel and the use of local services.
The existing bus terminus in Oakham is located
some distance from the rail station and taxi rank in
an area of the town that is being targeted for
regeneration. It is on-street without seating,
shelter or any public conveniences close by. The
interchange is constrained and provides only a
maximum of 3 bays in linear formation which does
not allow for adequate layover of buses or
extended stays. Buses using the terminus can often
block the street and cause congestion. There are
limited opportunities for the integration of services
and connectivity is compromised due to its current
location. Opportunities for through ticketing are
lost, timetable information space is limited and the
separation of the two sites present a barrier to the
mobility impaired. This gives all the wrong
messages both to the people who use the facility
already and to those we want to encourage into
public transport use.
Figure 14 Mode of travel to work (Census 2001)
Rutland
East
Midlands
England
Car / Van
59%
60%
55%
Bus
1%
7%
7%
Cycle
5%
3%
3%
Walking
14%
10%
10%
Retaining local people within the job market is
important in keeping the GVA of the county
buoyant. Commuter Flow figures from the Office
of National Statistics in 2008 show 36.7% of
Rutland commuters travelling to work outside of
the county.
Rutland also has the highest proportion of
residents qualified to level 4 within the East
Midlands region (Lincolnshire & Rutland
Employment and Skills Board, 2010) and many
higher skilled residents commute to work
elsewhere with more limited employment
opportunities in the county itself.
Evidence from our job centres tells us that many of
our young people experience difficulties in
accessing employment and training. This is backed
up by our Wheels to Work Co-ordinator who tells
us that the young people he talks to want to work
but a vicious circle often precludes this. A case
study from one of the young people now taking
Being such a rural county Rutland has a high
proportion of car ownership.
15
advantage of the Wheels to Work scheme
illustrates the sort of travel problems faced in our
rural county.
“A young person living in a village in Rutland only
has one bus leaving from her village daily at
11.00am.
She wants to continue her education and have a
part time job in a restaurant in Uppingham.
She lives with her mum and brother. Mum leaves
early to go to work in Leicester and her brother
gets the school bus.”
B3 OBJECTIVES
Our LTP3 clearly identifies economic growth and
reducing climate change as major challenges for
Rutland over the coming years as can be seen from
their inclusion in our seven Strategic Objectives.
All our strategic aims resulted from the wide
consultation undertaken by our Local Strategic
Partnership with the local community. These
strategic aims also form the framework for the
county council’s Strategic Delivery Plan and
underpin all the work of the council. We strongly
feel that transport is an ‘enabler’ that contributes
in one way or another to all the strategic aims and
is often the catalyst that allows wider projects to
happen.
16
SECTION C
THE PACKAGE BID
delivering 14-19 transport, post 16 transport and
transport for our Adult Social Care service, for cost
effectiveness and efficiency of use these buses
will also be used to provide the DRT service.
Appendix 4 of the supporting documents show
how DRT can help to seriously reduce our access
difficulties in combination with the other 3 parts of
this bid.
C1 PACKAGE DESCRIPTION
Our package bid has been divided into the 4 parts
as detailed in our logic map. (See Appendix 1
Supporting Documents) These four parts combine
to work towards:




Improving our economy
Reducing our carbon emissions
Improving access to services
Protecting our environment
“The roll out of our successful demand response
transport scheme to cover Oakham will also
enable Rutland residents, especially our elderly
and those without access to transport to more
easily travel to Oakham, an essential factor in the
future vitality of the town, especially as the
percentage of our elderly population continues to
increase” Oakham Town Partnership.
service (DRT)
Up until recently public transport in Rutland has
been provided solely by a number of fixed routes
serving fixed stops to a scheduled timetable.
However, the council is facing significant pressure
to develop alternative transport options in order to
meet demands on imminent or emerging service
needs. Both the current contract and public
transport networks will not be able to cope with
likely future demand. Nor will there be enough
flexibility with transport resources to adapt to the
‘problem’ of providing transport solutions for
relatively small numbers of passengers living in
currently unserved locations. For this reason we
have piloted a Demand Responsive Transport
service (DRT) covering an area to the east of the
county and centred on Stamford. The service has
been delivered in partnership with Lincolnshire
County Council who have many years of
experience in delivering this type of service and
who also cover all the back office duties on our
behalf.
with jobs
Through working with job centres, the business
sector and colleagues we have identified that
access to shift work in the county is made difficult
by transport issues and transport costs. Our
existing
public
transport
services
both,
conventional and DRT, do not cover the early
morning and late evening shift times and this can
exclude job seekers form applying for these jobs.
“As we operate shift patterns covering 7 days a
week, 24 hours a day, the availability of public
transport is very limited at shift changeover times
and has therefore excluded potential employees
from joining us” RPC Containers Ltd.
Our discussions around the operation of the
tourism bus (see Part 3 below) also led us to the
conclusion that to be cost effective we need to
make sure that the buses can be utilised outside of
the delivery of the tourism service. The
employment shuttle will fit well with this service
If successful this bid will enable us to extend the
DRT service, in two phases, to the rest of Rutland
and in partnership with neighbouring counties into
the towns of Corby and Melton Mowbray. We
have 4 buses which have been purchased for
17
and local businesses will contribute to the
operation of both services through on bus
advertising and sponsorship. The route illustrated
in Figure 15 demonstrates how this service will link
the more isolated members of the community with
the key service and employment centres both
within and just outside the County.
We aim to provide a 7 day hourly service using 3
hybrid buses on a circular route starting from the
new transport Interchange at Oakham Railway
Station and dropping off at points around Rutland
Water. The service will also allow passengers
access to the market towns of Uppingham and
provide a much wanted link between the town
and Rutland Water. We also intend to configure
the bus so that bikes can be carried on this service
to allow cyclists the opportunity to access the
countryside without the necessity of riding on
major roads.
cycle hubs
“Rutland water is Rutland’s largest tourist
attraction receiving in the region of one million
visitors annually. We have set ambitious targets
to reduce our carbon footprint and working with
Rutland County Council to help deliver the bid
proposals will ensure visitors have a viable
alternative and sustainable method of visiting our
park” Anglian Water.
The 7 day service is very important to both the
residents and businesses in Rutland as currently
there are no buses running on a Sunday. We will
use the third hybrid bus as a backup vehicle for the
tourist service. For efficiency we will also use
these vehicles and other fleet vehicles to provide
the work place shuttle bus service as outlined on
page 17 and to provide transport for pupils
attending New College Stamford (a further
Figure 15 Tourism and Employment Shuttle Bus routes, showing JSA Claimants and Urban Areas
To Melton
Oakham
To Stamford
Uppingham
To Corby
18
education college). The college, like the
employers, will purchase seats for their pupils.
measures we want to encourage visitors to see
Rutland as a destination for ‘eco tourism’
reducing car usage and in turn transport related
carbon emissions.
“The bus will make Rutland more accessible to
our guests in terms of visiting local towns and
attractions, particularly with the proposed bike
racks, enabling guests to take their bikes further
afield. The bus is proposed to run 7 days a week
which is very important to our business,
especially on a Sunday where there is currently
no bus service” Barnsdale Lodge.
Cycle Hire Hub
Transport and good connectivity between
transport modes is fundamental to economic
growth and if this is to be managed in a sustainable
way an integrated transport network is essential.
Unlike employees the college students’ journey
times are more likely to encroach on the time the
buses are running as a tourist service. However
during the summer months of July and August, a
peak period for the tourist bus the college is
closed. The guarantee of seats will bring in a
steady flow of revenue during the quieter times.
Although to date this model has been devised with
New College Stamford, There is potential to roll
this out to other colleges in the area.
Our Oakham Sustainable Transport Interchange
will provide a location and focus where all
sustainable transport modes can be brought
together and as such is the pivotal point around
which all the other parts of this bid fit. In addition
to providing much needed improvements to our
existing on- street interchange it will achieve all of
the following:
In addition to the establishment of a cycle hire hub
at the Oakham Sustainable Interchange we are
working with our tourism businesses to establish
cycle friendly ‘satellites’ to provide basic cycle
maintenance and also offer cycle friendly services
and accommodation. They will be located at places
such as Greetham Valley Hotel and various camp
sites. We aim to provide a small grant to the
businesses which they will match fund to provide
‘accredited’ accommodation where visitors can be
assured of finding secure cycle parking, drying
rooms etc.





We have also audited the ‘on road’ cycle routes
that link various tourist destinations with Rutland
Water
and
will
provide
infrastructure
improvements on minor roads where links are
missing. This will result in well signed routes
between Oakham and Stamford, Oakham and
Uppingham and Stamford and Uppingham. In
addition a further cycle route will be constructed
to complete the loop between the county
boundary e.g. the village of Clipsham and Rutland
Water. All these routes are specifically designed to
take in as many tourist attractions and choices of
accommodation as possible. Contributions to this
part of the bid will come through our Capital
Programme. Through this combination of




Up to date and sheltered waiting facilities
More space for bus parking
Secure cycle parking
Better display opportunity for timetables
Connectivity will be improved with businesses
able to recruit from a wider area
Connectivity between rail and the tourism bus
will allow easier sustainable travel for visitors
and tourists
The interchange will be within walking and
cycling distance of the area in the north west of
Oakham identified for major housing growth
and retail and business development.
A Rutland based home for our Wheels to Work
operation more easily accessed by young
people living in the area
Cycle hire facility in conjunction with Wheels to
Work service
Travel to Work figures from the 2001 census show
that only 1.05% of people in Rutland usually travel
to work by public transport. Through the measures
in this bid we want to double this figure by 2015.
The interchange will also contribute to ‘Place
Making’ as the West End of the town in which the
Interchange will be located is also the focus for a
wider physical and economic regeneration which
includes facilitating land acquisition, land swaps,
19
and investment in public works to improve
visibility, accessibility and pedestrian traffic routes
to/from car parking. This aims to raise the
standard of the West End to be more in keeping
with the rest of the Town Centre and deliver
economic benefits through improved retail
offerings, enhanced pedestrian movements and
improved safety and security. Improving bus-rail
connectivity through the development of an
interchange at the rail station will be a positive
contribution to sustainable travel both into and
out of Oakham.
use the tourism bus to get out into the countryside
and visit our many tourist attractions.
Our aim is to make the sustainable choice of
cycling as easy, safe and convenient as possible.
This builds on our aspiration to become known as
a ‘Cycling County’ and we have used some of the
good practice evidenced in the Cycle Town
initiatives to help us in formulating this part of the
bid.
We will also establish a Rutland based office for
the Wheels to Work scheme at the interchange.
Currently people from Rutland need to travel to
Melton Mowbray to access this service which can
be a barrier to the take up especially by people
living in the east and south of the county. We will
use RCC capital to purchase additional scooters for
the scheme and for cost effectiveness combine the
scheme with the cycle hire hub.
“Like you, we feel the measures will make
connectivity between rail and bus easier and
encourage visitors and local residents to change
their travel habits and use buses and trains more
frequently as well as making the area around the
station much more welcoming to all” East
Midland Trains.
We are also intending to introduce Smart Ticketing
which will benefit the passenger by increasing the
opportunities to offer wider network benefits such
as through-ticketing. It will also enhance boarding
times at fare stages, especially if there is the ability
to purchase tickets via pre-payment schemes and
other technology such as electronic purses and
cashless purchasing are available. Rutland County
Council has already secured agreement with
Centrebus that a roll –out of the latest VIX 5700
ticket machine across the network is in the best
interests of both parties and they have agreed to
contribute a third of any development costs arising
from the LSTF bid.
We will locate a cycle hire and cycle maintenance
hub at the interchange to encourage the wider
take up of cycling by both visitors and residents.
Cycle hire at the station will be run in similar
fashion to the successful cycle hire facility at
Rutland Water which is currently managed by
Rutland Cycling, one of our partners in the bid.
Subject to procurement it is anticipated that
Rutland Cycling will run the station cycle hire
facility in partnership with “Out of the Rut” Social
Enterprise. Cycle hire at the station will include
cycle maintenance and this element will help to
make the hire element sustainable. People will be
able to hire bikes at the station and either cycle or
20
Figure 16 Package Bid Summary
NAME OF SCHEME
WHAT IT INCLUDES
COST
COUNTYWIDE
DEMAND
RESPONSIVE
TRANSPORT
SERVICE (DRT)
An extension of an ondemand service that
operates only in response to
pre-booked requests. There
is no fixed timetable as the
route of the bus is defined
by passenger demand. The
service is operated by
modern fully accessible
minibuses and operates 7am
– 7pm Monday to Saturday
A new Employment Shift
Work Shuttle service
utilising buses that during
the day will be used to
deliver a new Tourism bus
service.
Revenue:
£705,000
A new 7 day hourly service
tourism bus using 3 hybrid
buses on a circular route
linking Oakham Uppingham
and Rutland Water
Revenue:
£254,000
EMPLOYMENT
SHUTTLE BUS TO
SHIFT WORK
TOURISM BUS
CONNECTING
OAKHAM,
UPPINGHAM AND
RUTLAND WATER
TOGETHER WITH
INFRASTRUCTURE
IMPROVEMENTS
AND SATELLITE
CYCLE HUBS
SUSTAINABLE
TRANSPORT
INTERCHANGE AT
THE RAILWAY
STATION
INCLUDING WHEELS
TO WORK AND
CYCLE HIRE HUB
Local
Contribution:
£178,000
Revenue:
£792,000
Local
Contribution:
£90,500
Capital:
£1,000,000
Local
Contribution:
£311,000
A new transport interchange
in Oakham with much
improved facilities for the
travelling public including a
Wheels to Work base in
Rutland and cycle hire plus
information on sustainable
transport and cycle routes
Revenue:
£60,000
Capital:
£1,609,500
WHERE IT WILL BE
IMPLEMENTED
Two more zones will
be created to cover
the south and west of
the county linking to
cross border towns of
Corby and Melton
Mowbray
WHO WILL BENEFIT
Specific bus routes
that connect Melton,
Oakham, Stamford ,
Uppingham and Corby
to the major
employment areas of
Rutland. The bus
routes will include
stops in villages that
straddle the direct
route
As a result of this scheme
people living in Rutland
and in the towns of
Stamford, Melton and
Corby will be able to access
shift work at our major
employment destinations
presently not served by
public transport. It will
also allow our employers to
recruit to new posts from
the local labour market an
opportunity often lost due
to lack of transport that
precluded local people
from this particular job
market
People without their own
transport will be able to
more easily travel to enjoy
the local countryside and
the benefits that increased
levels of exercise can bring
and that NHS Leicestershire
and Rutland promote for
healthier lifestyles to
counteract obesity.
Shops, cafes, restaurants
and B&B’s will benefit
from the improved access
for visitors without their
own transport and for the
businesses that offer eco
tourism the tourism bus
will provide a sustainable
means of travel that they
can promote to their
customers and support
through on bus advertising.
The service will
provide links between
Rutland Water and the
towns of Oakham and
Uppingham allowing
easier access for both
tourists and local
people. For tourists to
Rutland arriving by
bus or train it will
provide an easy link to
Rutland Water and
also the opportunity
to explore the market
towns of Oakham and
Uppingham.
The west end of
Oakham an area
abutting the Railway
Station is an area of
Oakham that is a focus
for regeneration
Local
Contribution:
£133,000
21
People living in rural
locations where existing
public transport services
are limited or nonexistent. Specifically
targeted at the young and
elderly who find
themselves isolated and
unable to access services,
jobs and training.
Local businesses who will
have a wider job market to
recruit from. Job seekers
will be able to more easily
access the Wheels to Work
Scheme and the transport
network
WHY IT IS THE RIGHT
SOLUTION FOR RUTLAND
Already piloted in 27
villages in the east of the
county extending the
service to the rest of the
county will open it up to
53 villages in total and
improve access to an area
with x employees x full
time students and x part
time students.
During the consultation
and development of LTP3
our local business
community told us that
provision of transport to
allow access to out of
hours shift work was the
most important thing that
would help both them and
our local economy.
Tourism is a growing area
of the Rutland economy
and developing this
service provides a
sustainable way to
increase access to the
amenities on offer which
are increasingly aimed at
‘eco tourists ‘ who come
to Rutland to enjoy the
landscape wildlife and the
walking and cycling
opportunities the county
has to offer.
In addition the bus service
and cycling improvements
will be a welcome service
for people living in
Rutland.
It will also connect
Rutland Water with our 2
market towns helping to
boost their respective
economies
The Interchange is close
by an area of Oakham that
will see major residential
development over the
next 10/15 years with
additional housing of
between 1,000/1,500.
the wider aims of reducing carbon emissions from
transport and growing our economy by increasing
tourism, in particular Green Sustainable Tourism.
C2 PACKAGE COSTS
Figure 17 Package bid breakdown of costs
SCHEME
ELEMENT 1
Countywide
Demand
Responsive
Transport
service (DRT)
SCHEME
ELEMENT 2
Employment
Shuttle
linking job
seekers with
jobs
SCHEME
ELEMENT 3
Tourism Bus
connecting
Oakham,
Uppingham
and Rutland
Water
SCHEME
ELEMENT 4
Sustainable
Transport
Interchange
at the railway
station
Including
cycle depot
and wheels
to work hub
SCHEME
ELEMENT 5
Marketing,
project
officer,
monitoring
and
evaluation
GRAND
TOTAL
Rev
2012/
2013 (£k)
2013/
2014 (£K)
2014/
2015 (£K)
TOTAL
310
286.5
286.5
883
C4 COMMUNITY
Returns from our LTP3 consultation questionnaire
show that:
Cap
Rev
49.18
415.18
418.14
882.5
Cap
-
-
-
-
 94% wanted more cycling and walking routes
 81% agreed that footpaths and cycle routes
should be maintained
 79% were in favour of a county wide DRT
service
“Call connect needs to be in place in all areas,
especially the east. Transport Interchanges are
poor in Rutland. This disjointed nature of
services deters both trade and tourism”
Rev
129
227
209
565
Cap
660
270
70
1000
Rev
20
20
20
60
Cap
200.5
1013.5
528.5
1742.5
Consultation with town and parish councils during
the preparation of LTP3 identified strong public
support for public transport links from the two
market towns to Rutland Water. In addition
letters of support have been received from
various community organisations and can be
found in Appendix 6 and 7 of supporting
documents.
An access to work survey carried out through 3
local job centre plus offices showed that:
Rev
150
130
120
400
Cap
-
-
-
-
1,518.68
2,362.18
1,652.14
5,533
 61% did not have their own transport to get
to job interviews
The logic map see appendix 1 of the supporting
documents outline what is included in the
individual package costs.
C3 RATIONALE AND STRATEGIC FIT
The essence of this bid is to enable flexibility and
connectivity of travel by public transport to
alleviate the issues that block people from gaining
access to employment, training and services and
to make Rutland more easily accessible by other
sustainable means. Each part of the bid
contributes to these aims and each part supports
22
 22% of these job seekers had to turn down
the offer of jobs/training.
SECTION D
VALUE FOR MONEY
D1 OUTCOMES AND
MONEY
public transport. In doing this we will work with
the major employers and bus operators in Rutland
to ensure that the services we design are robust
and fit for purpose.
VALUE FOR
We have structured our bid around projects that
will assist in connecting people to places and
opportunities, encourage growth but at the same
time contribute to protecting our environment.
The Local Sustainable Transport Fund guidance
suggests that a full Cost Benefit Analysis is not
required for projects of this size. Nevertheless, we
appointed Nottingham Business School (NBS) to
carry out an Economic Assessment and Contextual
Assessment (see Appendix 2 Supporting
Documents) to ensure that our bid was based on
robust economic evidence and also to inform our
Local Transport Plan.
This NBS study has played a key role in verifying
the broader economic rationale that underpins this
proposal. It has also helped to ensure that we have
made maximum use of available economic data – a
critical issue given Rutland’s relatively small size
and dispersed settlement pattern and the impact
that these characteristics have on the supply of
both official statistics and administrative data.
Figure 18 Impacts and benefits of the package bid
SCHEME
Countywide
Demand
Responsive
Transport
service (DRT)
Employment
Shuttle linking
job seekers
with jobs and
sustaining
existing
arrangements
Tourism Bus
connecting
Oakham,
Uppingham and
Rutland Water
plus
infrastructure
improvements
In the development of our DRT service, workplace
shuttle and tourism bus services we have focused
on using existing vehicles in the most cost effective
way, but also investing in ‘Green Bus’ technology
to impact on climate change.
Our bid will benefit people in our rurally isolated
villages so that they can get to services more
easily, access employment and training by
sustainable means reducing the necessity to rely
on a car. Our bid will also have an impact on the
high car usage in Rutland and contribute to
reducing carbon emissions and protecting the
environment.
Sustainable
Transport
Interchange
including
Wheels to
Work/Cycle
We will offer better transport solutions to our job
seekers and those who need to access training and
work experience, particularly those living in places
where travel is difficult due to limited conventional
ECONOMIC
IMPACTS
Provides
access from
isolated areas
to service
centres and
stimulates
the
economies of
our Market
Towns
Provides the
missing links
that currently
prevent the
take up of
jobs and
training
CARBON
IMPACTS
Reduces the
need to travel
by car and
encourages
modal shift
Encourages
growth in
tourism and
opens up the
county and
our market
towns to
visitors
arriving by
public
transport
Provides links
between
countryside
and market
towns for
local people
The catalyst
for better
connectivity
that improves
access to the
job market
and helps the
local
economy
See above
Reduction in
carbon
emissions and
increased
take up of
cycling and
walking
Health
benefits that
accrue from
increased
physical
activity
Reduces the
need to travel
by car and
encourages
modal shift
Physical
benefits of
cycling and
Wheels to
Work
includes bike
training and
saving
scheme
Investment in
Green Bus
Technology
through the
purchase of 3
Hybrid buses
OTHER
BENEFITS
Provides
access to
services
which
support
health,
wellbeing and
independenc
e and reduce
inequalities
The indirect
benefits of
wellbeing
that come
through
gaining and
sustaining
employment
We are working with our businesses on
sponsorship packages that will enable them to
23
support the new Workplace Shuttle and Tourism
Bus services as they become established. This
support could take the form of buying seats on the
buses, or in the case of the tourism businesses,
buying advertising space on the buses.
In addition to these economic benefits, the DRT
service will provide environmental and social
benefits. It will make a contribution to the target
to increase the proportion of journeys to work
undertaken by public transport in the County from
1.05% to 2.1% by 2015. It will also provide more
ready access to services for the population of the
more dispersed settlements in the county,
contributing to the health and wellbeing of the
population.
We have identified tourism as an area of growth in
the Rutland economy. A generator of jobs and a
means through which we can increase the visitor
numbers to the county which in turn will benefit
shops, cafes, restaurants and tourism businesses
through increased spend. However, we need to
strike a balance between economic growth and the
environmental impact it could have on Rutland.
Our aim is to limit this by putting in place a tourism
bus service, providing an easy and sustainable way
of accessing Rutland Water from our market
towns. In addition by including in this package
cycle hire hubs, cycle carrying space on the tourism
bus and improvements to the cycling infrastructure
we will provide visitors and residents with an
enhanced cycling experience and grow the
numbers travelling around our market towns and
county by cycle.
with jobs
Although the number of job seekers in Rutland is
modest compared to larger urban areas the
dispersed pattern of settlement in the county
poses other challenges for those looking to access
work and training. A survey of local Job Centres
revealed that 61% of JSA claimants did not have
their own transport to get to interviews or jobs,
and that 22% of these had to turn down offers of
jobs or training because of this. During the past
three years the average number of JSA claimants in
Rutland has averaged just fewer than 350 per
month. On this basis we anticipate helping a
minimum of an additional 50 people per year to
access employment. On the basis of estimated
productivity per full-time worker in Rutland of
£36,3001, this would generate an additional £1.7
million of gross value added in the county each
year. There would also be savings to the
Exchequer as a result of increased tax revenues
and fewer benefits payments.
This is likely to be an underestimate as there is a
potential additional pool of beneficiaries moving to
the county. Closure of the RAF Cottesmore site
would have had a significant adverse impact on the
economy. This will now be used to house army
staff returning from Cyprus and Germany, with the
first arrivals due in 2012, mitigating to some extent
the loss of RAF personnel. This provides a new set
of challenges as the new occupants will have a
different skills and occupational profile, with
different requirements for local services and
service (DRT)
The DRT service will serve a growing population
and provide access to employment opportunities
and services in a more convenient fashion. The
service will provide access to around 1,900
businesses employing a total of around 19,000
employees. Discussions with local businesses have
identified that the pilot scheme has helped in the
recruitment of local employees by providing a
flexible public transport link where none previously
existed.
Between 2007 and 2010, average footfall in
Oakham and Uppingham increased by 23% from an
average of 814 to 1,004 per day. The DRT service
has the potential to increase footfall still further
with significant benefits to levels of business
activity in these two centres. This will help prevent
empty shops and sustain a night economy.
An additional 10 drivers will be needed to run the
services outlined in this bid. On the basis of
estimated productivity of £36,300 per worker in
Rutland, this amounts to an additional £363,000 of
output each year.
1
This estimate is derived from data contained in the
NBS Economic Model developed by Experian. It should
be noted that the estimates for the East Midlands and
the UK are £39,800 and £42,800 respectively. The
pattern of these estimates is in line with the earnings
data presented in Section B.
24
employment. The proposed employment shuttle
bus could be of value to the new occupants of the
base once we better understand the demographics
and can assess demand.
Cycle Hire Hub
This part of the bid, along with Part 1, will make a
major contribution to the target of increasing the
proportion of journeys to work undertaken by
public transport in the County from 1.05% to 2.1%
by 2015.
cycle hubs
Section B of this bid highlighted the importance of
tourism to the economy of Rutland and this part of
the bid will contribute to the further development
and success of this sector. The latest STEAM report
for 2010 indicated that there were just under 1.6
million visits to Rutland generating total spend of
£87.5 million - just under £55 per visit. The aim is
to build on the success of the visitor economy in
Rutland by increasing this by 5% per year. This
would generate a further 79,600 visits and
associated spend of £4.4 million per year. In
addition encouraging the day visitors to stay
overnight will undoubtedly increase the amount
they spend.
In addition there will be a modest temporary
benefit from construction activity that will take
place. On the basis of construction expenditure of
£1.6m and assuming that £100,000 of expenditure
supports 1 year of construction employment, 16
years of construction employment are expected to
be created.
Summary of overall impacts
The NBS analysis based on the initial 3 year project
period estimates that the project will generate an
additional £3.1 million of economic activity per
year, supporting over 80 new jobs per year. Over
the three year period this totals around £9.3
million against a project outlay of £5.5 million. This
level of return bears comparison with a number of
‘hybrid area based interventions’ assessed by PWC
in their study of the impact of RDA expenditure
undertaken on behalf of the then Department for
Business, Enterprise and Regulatory Reform (BERR)
and published in 2009.
Assuming that £40,000 of visitor spend supports 1
job2, this would support around 110 new jobs per
year. Improved transport facilitated by the tourism
bus is essential if this target and associated
benefits are to be realised.
If we attribute 25% of this increase in activity in
the visitor economy to this project, then on the
basis of around 19,900 additional visits then visitor
spend worth £1,093,000 per year will create an
additional 27 jobs per year as a result of this
package.
This analysis suggests an immediate benefit to cost
ratio in the region of 1.8. Given the uncertain
economic outlook, it is inherently difficult to
quantify likely economic benefits associated with
this project over longer timescales. However, the
emphasis placed on long-term financial
sustainability in the design of this project leads us
to anticipate that additional benefits are likely to
accrue over the longer term. These benefits are
likely to be significant in the context of a local
economy on the scale of Rutland.
In addition to the economic benefits associated
with this part of the bid, encouraging more cycling
by residents and visitors to the county will
generate significant health and environmental
benefits. By encouraging modal shift from car to
the tourism bus and bicycle will contribute to the
counties ambitions to reduce CO2 emissions that
are associated with road transport, an area that
the county needs to improve.
Of particular note are the potential long term
benefits that this project is likely to provide in
terms of consolidating the position of Oakham and
Uppingham as key economic and service centres
within the County. Also significant is the potential
of this project to promote long-term modal shift
2
This is implied by data from “The Economic
Contribution of the Visitor Economy”, Deloitte, June
2010.
25
amongst recreational and tourist visitors to
Rutland.
return on investment that will be comparable
with similar transport schemes of this type.
The impact of the project on climate change will be
the saving of an estimated 1,270 tonnes of CO2 per
year based on the introduction of the Demand
Responsive Bus Service, Sustainable Transport
Interchange, employment shuttle and tourism
buses and increased cycling. We estimate that the
combined effect of the measures in this package
bid will generate a 15% increase in public transport
and reduced use of the private car, giving 63,000
additional public transport trips saving 570,000 car
miles. We have used the new DfT carbon toolkit to
estimate the impact (details can be found in
Appendix 3 supporting documents).
Figure 19 Economic growth outcomes of the
package bid over the three years of the bid.
SCHEME
Countywide
Demand
Responsive
Transport service
(DRT)
Employment
Shuttle linking
job seekers with
jobs
Tourism Bus
connecting
Oakham,
Uppingham and
Rutland Water
including
improvements to
cycling
infrastructure
and satellite cycle
hubs
Sustainable
Transport
Interchange at
the railway
station including
Wheels to
Work/Cycle Hub
Marketing,
project officer,
monitoring and
evaluation
TOTAL
TOTAL COST
(£k)
ADDITIONAL
GVA (£k)
NUMBER
OF JOBS
CREATED
1063
1089
10
792
5100
150
1382
3280
81
9,469,000
241
1816.5
479.5
5,533,000
Taken together, the economic benefits likely to be
associated with increased employment and
output combined with wider environmental and
social benefits outlined above suggests a positive
26
SECTION E
DELIVERABILITY
E1 IMPLEMENTATION
E3 SUMMARY OF KEY RISKS
The project management of all parts of the bid will
be based on the PRINCE2 methodology. The 4
parts of the project will be managed as 4 distinct
projects as recommended by PRINCE2.
service (DRT)
Key risks to delivery are minimal. We have been
running a pilot phase of the service and the
configuration has been well tested in Rutland
conditions and we have also benefited from the
experience
of
both
Lincolnshire
and
Northamptonshire County Councils. There has
been a steady increase in patronage month on
month during the pilot phase.
If funding becomes available a Project Manager
will be appointed from within the Places
Directorate of Rutland County Council. A project
board will be established in accordance with
PRINCE2 methodology and will include our senior
suppliers and the chair of the tourism forum, plus a
business
representative
from
our
LSP
Infrastructure group. A working group will be set
up for each part of the project with
representatives from the partners to feed into the
project board.
“ In 2011, 250,000 passengers used the service in
Lincolnshire (including the Stamford service which
covers villages in the east of Rutland) and
patronage has increased by 52% in the past 2
years with over 94% stating they were satisfied or
very satisfied with the service” Lincolnshire
County Council.
E2 OUTPUT MILESTONES
Please refer to the programme of works contained
in Appendix 5 of the Supporting Documents.
with jobs
Figure 20 Package bid milestone dates
KEY MILESTONE
SCHEME
Part 1
COUNTY WIDE DEMAND
RESPONSIVE TRANSPORT
SERVICE (DRT)
Key milestone 1
Uppingham Service begins
Sep 2012
Oakham Service begins
Dec 2012
Key milestone 2
Part 2
Key milestone 3
Part 3
Key milestone 4
Part 4
This service will be something completely new for
Rutland and that is one of the biggest risks.
Success of the service will be reliant on ongoing
commitment from our major businesses through
the buying of seats and advertising space on the
buses, strong and continuous marketing and the
capacity to structure the service so that it is as
direct as possible but at the same time accessible
to the widest possible employment market. We
are building this service using the spare capacity of
the tourism buses and other fleet buses. As these
buses will also double up as the tourism buses
revenue can be generated through the sale of
advertising space. The fact that these buses will be
travelling out of the county to Stamford, Corby and
Melton Mowbray makes them even more
attractive and many of our businesses have already
START
DATE
EMPLOYMENT SHUTTLE
LINKING JOB SEEKERS WITH
JOBS
Work shuttle service begins
Apr 2013
TOURISM BUS CONNECTING
OAKHAM, UPPINGHAM AND
RUTLAND WATER
Tourism bus starts
Apr 2013
A SUSTAINABLE TRANSPORT
INTRCHANGE AT THE RAILWAY
STATION
Key milestone 5
Land purchase complete
May 2013
Key milestone 6
Site clearance complete
Aug 2013
Key milestone 7
Interchange open
Jan 2015
27
indicated that they would be keen to purchase
advertising space or seats on the buses.
the Wheels to Work project. The Cycle Hire project
will be subject to the Council’s procurement
procedures.
“Today we have valued the level of support as
£10,000 per annum for the next three years,”
Lands End.
E4 PROJECT EVALUATION
We will be pleased to co-operate with the
Department for Transport in evaluating the
benefits of the fund programme.
cycle hubs
Evaluation of each element of the bid will be
fundamental to understanding the impact of
the actions and outcomes for targeted groups.
It will allow us to better configure services and
tailor them for particular markets. As well as
monitoring as part of our LTP3, other
organisations will carry out evaluation and
monitoring, for example Workplace Travel Plan
reviews will provide details of changes in work
travel patterns. As part of our partnership
working ‘Change Agents UK ‘ ( formerly Student
Force) an environmental education charity that
drives projects with young people, graduates,
business and communities will carry out
surveys on our behalf to evaluate the impact of
the bid.
Seasonal fluctuations in passenger numbers could
be a risk, however, we aim to commence with a
full seven day service. Using the service to provide
travel for college students such as New College
Stamford will help to provide the service with a
regular income, particularly in the quieter winter
months. We will review patronage year on year
and make any adjustments to the service based on
robust passenger data.
“The purchase of seats for our students will
provide revenue for the bus and help towards it
becoming sustainable,” New College Stamford.
Cycle Hire Hub
The risks in respect to the Sustainable Transport
Interchange include, cost increases and
programme overrun due to land acquisition hold
ups. To mitigate against this allowance has been
made for construction inflation and although CPO
is available earlier discussions with landowners
indicated that CPO would not be necessary. Risks
to the delivery of Wheels to Work are small as we
already have experience through funding a
partnership operation based in Melton Mowbray.
The main risk to the Cycle Hub part of the bid is the
ability to find a partner that is willing to run and
manage them with the commitment to make them
fully sustainable post March 2015. In mitigation
we have two potential partners, one a private
enterprise and the other a private company who
are both interested in the project and have worked
closely with us to identify that a business case
would stack up. There could also be potential
crossovers between the Cycle Hire operation and
28
REFERENCES
Atherton, A., and Price, P. (ERDU). 2009.
Secondary Centres of Economic Activity in the
East Midlands.
http://www.emda.org.uk/research/documents/re
searchstudies/projects/Secondary%20Centres%20FINAL
%20Report%2070809.pdf
Lincolnshire & Rutland Employment and Skills
Board. 2010. Towards a better place to work and
learn.
http://www.lincsrutlandesb.com/images/stories/
pdf/fullempskillsplanjune10.pdf
North Northants Development Company. 2011.
Corby Master Plan.
http://www.nndev.co.uk/case-studies/corbymasterplan
Deloitte. 2008. The Economic case for the Visitor
Economy.
http://www.deloitte.com/assets/DcomUnitedKingdom/Local%20Assets/Documents/UK_
THL_VisitorEconomy_Sept08.pdf
Nottingham Business School (ESRB). 2011.
Economic Assessment and Contextual Analysis of
‘Transport 4 Rutland’
Department of Energy and Climate Change
(DECC). 2011. Emissions within the scope of
influence of Local Authorities 2005 to 2009.
http://www.decc.gov.uk/Media/viewfile.ashx?File
Path=11/stats/climate-change/2767-emissionswithin-the-scope-of-influence-of-locala.xls&filetype=4&minwidth=true
Peterborough City Council. 2011. Core Strategy
Development Plan Document.
http://www.peterborough.gov.uk/pdf/Planpolicy-ldf-cs-adoptedCS.pdf
South Kesteven District Council. 2011. Grantham
Growth.
http://www.southkesteven.gov.uk/CHttpHandler.
ashx?id=4886&p=0
English Public Health Observatories. 2011. Rutland
Health Profile.
www.apho.org.uk/resource/view.aspx?RID=10525
8
Visit Britain. 2011. Visitor Economy Facts.
http://www.visitbritain.org/insightsandstatistics/v
isitoreconomyfacts/index.aspx
Learning and Skills Council. 2009. 16-19 Strategic
Analysis for Rutland.
http://readingroom.lsc.gov.uk/lsc/EastMidlands/1
6-19_Rutland_June_2009a.pdf
Learning and Skills Council. 2009. Lincolnshire &
Rutland SRG Area – 16-18 Curriculum Analysis.
http://readingroom.lsc.gov.uk/lsc/EastMidlands/L
incolnshire_and_Rutland_SRG_FINAL_October_12
th_2009.ppt
Leicestershire Statistics and Research. 2008. ONS
based sub national population estimate for
Rutland.
http://www.lsronline.org/reports/ons_population_projections_2
008_to_2033/download/1/ONS%202008b%20Tot
al%20Pop%20LLR%20summary.xls
29

Local Sustainable Transport Fund Bid

Transcription

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