Newton-le-Willows Interchange
Full Business Case
December 2014
Merseytravel
335568 ITD ITN 03 B
C:\Users\tay46325\Desktop\NLW Full Business Case Final Draft.docx
28 November 2014
Newton-le-Willows Interchange
Full Business Case
Newton-le-Willows Interchange
Full Business Case
December 2014
Merseytravel
Mann Island, PO Box 1976, Liverpool L69 3HN
Mott MacDonald, 9th Floor, Royal Liver Building, Pier Head, Liverpool L3 1JH, United Kingdom
T +44 (0)151 482 9910 F +44 (0)151 236 2985 W www.mottmac.com
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Newton-le-Willows Interchange Full Business Case
Revision Date Originator Checker Approver Description
01 28/11/14 JPT LM MF First Draft
02 03/12/14 JPT LM MF Minor text changes
Issue and revision record
Information Class: Standard
This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.
We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties.
This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.
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Newton-le-Willows Interchange Full Business Case
Chapter Title Page
1 Scheme Summary 1
1.1 Introduction ________________________________________________________________________ 1 1.2 Strategic Need _____________________________________________________________________ 2 1.3 Economic Benefits __________________________________________________________________ 3 1.4 Financial Case _____________________________________________________________________ 4 1.5 Timescale for Delivery _______________________________________________________________ 4
2 Strategic Case 6
2.1 Introduction ________________________________________________________________________ 6 2.2 Background to the Scheme ___________________________________________________________ 6 2.3 Existing Situation ___________________________________________________________________ 9 2.4 Identified Problems and Issues _______________________________________________________ 20 2.5 Need for Change __________________________________________________________________ 26 2.6 Scheme Description ________________________________________________________________ 31 2.7 Option Appraisal ___________________________________________________________________ 39 2.8 Strategic Fit ______________________________________________________________________ 43 2.9 Political Support for the Scheme ______________________________________________________ 48 2.10 Conclusions ______________________________________________________________________ 49
3 Economic Case 50
3.1 Introduction _______________________________________________________________________ 50 3.2 Demand Forecasts _________________________________________________________________ 50 3.3 Economic Appraisal Methodology _____________________________________________________ 55 3.4 Assumptions ______________________________________________________________________ 57 3.5 Appraisal Results __________________________________________________________________ 59 3.6 Social and Distributional Impacts ______________________________________________________ 60 3.7 Environmental Impacts ______________________________________________________________ 63 3.8 Wider Economic Impacts ____________________________________________________________ 64 3.9 Appraisal Summary Table ___________________________________________________________ 66 3.10 Analysis of Monetised Costs and Benefits _______________________________________________ 66 3.11 Value for Money Statement __________________________________________________________ 66 3.12 Sensitivity Tests – Alternative Growth Forecasts __________________________________________ 67 3.13 Sensitivity Tests – Alternative Operating Costs ___________________________________________ 69 3.14 Previous Analysis __________________________________________________________________ 70 3.15 Conclusions ______________________________________________________________________ 72
4 Financial Case 73
4.1 Introduction _______________________________________________________________________ 73 4.2 Assumptions ______________________________________________________________________ 73 4.3 Base Costs _______________________________________________________________________ 74 4.4 Land Ownership ___________________________________________________________________ 75 4.5 Quantified Risk Assessment __________________________________________________________ 77
Contents
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Newton-le-Willows Interchange Full Business Case
4.6 Optimism Bias ____________________________________________________________________ 78 4.7 Risk and Optimism Bias Adjustments ___________________________________________________ 78 4.8 Scheme Costs for Appraisal __________________________________________________________ 79 4.9 Preferred Funding Arrangements ______________________________________________________ 79 4.10 Alternative Funding Arrangements _____________________________________________________ 80 4.11 Assurance of Overspend ____________________________________________________________ 80 4.12 Conclusions ______________________________________________________________________ 81
5 Commercial Case 82
5.1 Introduction _______________________________________________________________________ 82 5.2 Output Based Specification __________________________________________________________ 82 5.3 Procurement Method _______________________________________________________________ 83 5.4 Programme Implications and Risk _____________________________________________________ 87 5.5 Conclusions ______________________________________________________________________ 89
6 Management Case 90
6.1 Introduction _______________________________________________________________________ 90 6.2 Governance ______________________________________________________________________ 90 6.3 Assurance _______________________________________________________________________ 99 6.4 Delivery Programme _______________________________________________________________ 101 6.5 Risk Management Strategy _________________________________________________________ 105 6.6 Communication and Stakeholder Management __________________________________________ 108 6.7 Monitoring and Evaluation __________________________________________________________ 117 6.8 Conclusions _____________________________________________________________________ 120
7 Summary and Conclusions 121
7.1 Summary _______________________________________________________________________ 121 7.2 Conclusions _____________________________________________________________________ 121
Tables
Table 1.1: Headline costs and benefits of the scheme _______________________________________________ 2 Table 1.2: Justification of the Need for the Scheme _________________________________________________ 3 Table 1.3: Sources of funding for the scheme ______________________________________________________ 4 Table 1.4: Key milestones for the project _________________________________________________________ 4 Table 2.1: Annual demand at Newton-le-Willows, 2004-2013 _________________________________________ 12 Table 2.2: Annual demand at railway stations between Liverpool Lime Street and Manchester Victoria, 2012-201312 Table 2.3: Largest flows to/from Newton-le-Willows, 2011/12 _________________________________________ 13 Table 2.4: Travel to work data – proportion by rail from local area by mid-level super output area (MSOA) ______ 14 Table 2.5: Population and socio-economic data for the local area _____________________________________ 15 Table 2.6: JSA claims by area, May 2008 – May 2014 ______________________________________________ 15 Table 2.7: JSA claims by age range and duration of claim, May 2014 __________________________________ 16 Table 2.8: NEETs – comparison between St Helens Borough and Liverpool City Region ___________________ 16 Table 2.9: Proposed improvements to rail services at Newton-le-Willows _______________________________ 18 Table 2.10: Capacity changes on peak-hour services at Newton-le-Willows by December 2014 _______________ 19
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Table 2.11: Seating capacities of existing and future units operating through Newton-le-Willows ______________ 19 Table 2.12: Synergy with other local schemes _____________________________________________________ 28 Table 2.13: Addressing the issues – which schemes solve which problems _______________________________ 42 Table 2.14: Strategic fit of scheme with national, regional and local polices _______________________________ 46 Table 3.1: Base demand (2011/12) at Newton-le-Willows (rounded to nearest hundred) ____________________ 51 Table 3.2: Forecast Do Minimum demand at Newton-le-Willows in 2018 ________________________________ 53 Table 3.3: Forecast Do Something demand at Newton-le-Willows in 2018 _______________________________ 55 Table 3.4: Change in vehicle kilometres as a result of the scheme, 2018 ________________________________ 56 Table 3.5: Data sources and elasticities used in growth forecasts _____________________________________ 58 Table 3.6: Social impacts of the scheme _________________________________________________________ 61 Table 3.7: Distributional impacts of the scheme ___________________________________________________ 62 Table 3.8: Environmental Appraisal Summary ____________________________________________________ 64 Table 3.9: Analysis of Monetised Costs and Benefits for Newton-le-Willows _____________________________ 66 Table 3.10: Assumptions used in the four alternative growth forecast scenarios ___________________________ 68 Table 3.11: Comparison of costs and benefits – growth forecast variations _______________________________ 69 Table 3.12: Comparison of costs and benefits – operating cost variations ________________________________ 69 Table 3.13: Comparison between operating costs and revenue ________________________________________ 70 Table 3.14: Comparison of costs and benefits – Outline and Full Business Cases __________________________ 71 Table 4.1: Capital costs for the scheme (without risk and optimism bias) ________________________________ 74 Table 4.2: Operating costs for the scheme (without risk and optimism bias) ______________________________ 75 Table 4.3: Quantified Risk Assessment __________________________________________________________ 77 Table 4.4: Funding profile for the scheme with risk elements added ____________________________________ 79 Table 4.5: Scheme costs used in the economic assessment _________________________________________ 79 Table 4.6: Sources of Funding for the Scheme ____________________________________________________ 80 Table 5.1: Contract timescales and length – station elements ________________________________________ 86 Table 5.2: Contract timescales and length – interchange / car park elements ____________________________ 87 Table 5.3: Dates for obtaining planning permission_________________________________________________ 88 Table 6.1: Roles and responsibilities within the Liverpool City Region __________________________________ 92 Table 6.2: Working Groups – roles and responsibilities _____________________________________________ 98 Table 6.3: Scheme Key Milestones- Newton-le-Willows Interchange ___________________________________ 99 Table 6.4: Summary of key risks ______________________________________________________________ 106 Table 6.5: Recent projects delivered by Merseytravel ______________________________________________ 107 Table 6.6: List of key stakeholders ____________________________________________________________ 109 Table 6.7: Comments relating to the problems and proposed improvements at Newton-le-Willows ___________ 110 Table 6.8: Proposed methods of engagement with identified stakeholders ______________________________ 113 Table 6.9: Possible Data Sources and Relevant Performance Indicators for Monitoring and Evaluation _______ 119 Table 7.1: Business Case summary ___________________________________________________________ 121
Figures
Figure 2.1: Location of Newton-le-Willows within the Liverpool City Region _______________________________ 7 Figure 2.2: Location of Newton-le-Willows and the local railway network __________________________________ 8 Figure 2.3: Catchment area for trips to Newton-le-Willows railway station ________________________________ 10 Figure 2.4: St Helens Borough economic development breakdown _____________________________________ 17 Figure 2.5: Area surrounding Newton-le-Willows railway station _______________________________________ 23 Figure 2.6: Trips per person per year in 2008 by age group ___________________________________________ 25 Figure 2.7: Trips per person per year in 2008 by main mode __________________________________________ 26
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Newton-le-Willows Interchange Full Business Case
Figure 2.8: Proposed scheme at Newton-le-Willows ________________________________________________ 33 Figure 2.9: Preliminary layout of bus interchange___________________________________________________ 34 Figure 2.10: Preliminary layout of car park at Newton-le-Willows ________________________________________ 35 Figure 2.11: Interchange concept drawing – Option A ________________________________________________ 36 Figure 2.12: Interchange concept drawing – Option B ________________________________________________ 36 Figure 2.13: Interchange concept drawing – Option C ________________________________________________ 36 Figure 2.14: Interchange concept drawing – Option D ________________________________________________ 36 Figure 2.15: Option Appraisal – land proposed for use for bus interchange and car park _____________________ 41 Figure 3.1: Do Minimum demand forecasting process _______________________________________________ 51 Figure 3.2: Do Something demand forecasting methodology __________________________________________ 53 Figure 3.3: Sources of benefits of the scheme _____________________________________________________ 57 Figure 3.4: Transparent Economic Assessment Model (TEAM) used for wider economic impact assessment ____ 65 Figure 4.1: Network Rail owned land (green) and station lease area (red) ________________________________ 75 Figure 4.2: Land parcels south of the railway alignment ______________________________________________ 76 Figure 6.1: Liverpool City Region Strategic Transport Governance _____________________________________ 91 Figure 6.2: Merseytravel Scheme Delivery ________________________________________________________ 93 Figure 6.3: Proposed Project Governance ________________________________________________________ 94 Figure 6.4: Rail industry GRIP _________________________________________________________________ 95 Figure 6.5: Investment process policy and guidelines _______________________________________________ 96 Figure 6.6: Working group structure for Newton-le-Willows ___________________________________________ 97 Figure 6.7: GRIP and Business Case programme _________________________________________________ 100 Figure 6.8: Newton-le-Willows Monitoring Causal Chain Diagram _____________________________________ 118
Photos
Photo 2.1: Automated ticket machine at main entrance ______________________________________________ 20 Photo 2.2: Ticket office ______________________________________________________________________ 20 Photo 2.3: Subway access to platforms __________________________________________________________ 21 Photo 2.4: Steps to Manchester-bound platforms __________________________________________________ 21 Photo 2.5: Steps to Liverpool-bound platform _____________________________________________________ 21 Photo 2.6: Waiting room on Liverpool-bound platform _______________________________________________ 21 Photo 2.7: Blue badge parking at station entrance _________________________________________________ 22 Photo 2.8: Cycle parking close to station entrance _________________________________________________ 22 Photo 2.9: Access adjacent to Legh Arms ________________________________________________________ 23 Photo 2.10: Pedestrian access from Mill Lane ______________________________________________________ 23 Photo 2.11: Steps from car park onto Mill Lane _____________________________________________________ 24 Photo 2.12: Narrow footpath on Mill Lane _________________________________________________________ 24
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1.1 Introduction
The Newton-le-Willows Interchange scheme seeks to provide access improvements and public transport
interchange improvements at the railway station in Newton-le-Willows. The station is located at the south-
eastern extremity of St Helens Borough, and provides a transport hub for Newton-le-Willows and adjacent
areas of Warrington and Greater Manchester, including Winwick, Golborne, and Lowton. It is a key point
of access to the railway network in general, especially in order to access the wider Liverpool City Region
from these areas. The railway station is currently served by three trains per hour in each direction; all three
serve Manchester in the east, whilst to the west two trains run to Liverpool and the third to North Wales via
Warrington and Chester.
1.1.1 Current Situation
The current station environment is relatively poor, with the platforms accessed by an uninviting, unevenly
paved subway which presents a slipping hazard. Steps are provided to both the eastbound and
westbound platforms; no step-free access is provided. Integration with local bus services is also relatively
poor with bus stops provided 150m from the station entrance. An 87-space car park is provided to the
south of the station; this requires a relatively unattractive walk underneath the railway viaduct and on a
narrow footway alongside a main road to access the station, the only access to which is currently on the
north side of the railway alignment.
1.1.2 Proposed Scheme
The improvement scheme seeks to provide a public transport interchange with an expanded car park and
access improvements. In order to improve access a new ticket office would be provided on the south side
of the station with links to a new, improved subway and lifts. This would provide step-free access
throughout the station. Bus stops would be relocated to outside the ticket office to provide seamless
interchange, whilst the car park would be expanded onto adjacent land to provide up to 440 car parking
spaces. In summary, the scheme provides:
� A new subway;
� Lifts and staircases to subway and platform level, to provide a Disability Discrimination Act (DDA)-
compliant access throughout;
� A new ticket office provided on the south side of the railway line;
� A new bus interchange adjacent to the new ticket office;
� An expanded car park with space for up to 440 vehicles, with appropriate provision for blue badge
holders;
� Enhanced cycle parking provision;
� Pick-up / drop-off point and facility for taxis within the car park area; and
� Enhanced waiting facilities on both platforms.
1 Scheme Summary
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1.1.3 Scheme Benefits
The improvements at the station are designed to maximise the benefits envisaged from improvements to
the train service through Newton-le-Willows as a result of electrification and the Northern Hub project. It
also provides a public transport hub for the local area, and specifically for the proposed Parkside Strategic
Railfreight Interchange development to the south of Newton-le-Willows.
The benefits of the scheme are shown as four distinct areas in Table 1.1 below.
Table 1.1: Headline costs and benefits of the scheme
Journey Time
Savings Demand Increase
Revenue Increase
Marginal Highway Impacts
Loss of Indirect Tax Revenues
Station facility improvements � � � � �
Park and ride expansion � � � � �
New bus interchange � � � � �
Walk-up demand from south side of railway using new entrance
� � � � �
Source: Mott MacDonald
The benefits are:
� Journey time savings, resulting from reduced walking distance to new station entrance from car park
and from local area south of the railway line
� Demand and revenue increases associated with station facility improvements, park and ride expansion,
new bus interchange and reduced journey times for walk-up demand; and
� Marginal highway impacts relating to reductions in social cost of car use and time benefits to road
users as a result of mode switch to rail.
It should be noted that the marginal highway impacts include noise, air quality and greenhouse gas
emissions as a result of reduced road use. Accident benefits as a result of reduced road use are also
included.
1.2 Strategic Need
There are a number of key business drivers for the scheme, and these can be divided into legal
requirements, policy drivers and future land use developments. These are discussed in more detail in
Table 1.2 below.
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Table 1.2: Justification of the Need for the Scheme
Driver Reasoning How scheme contributes
Equality Act 2010 Imposes duties to make adjustments where a feature puts a disabled person at a substantial disadvantage.
Providing step-free access at the station removes barriers for mobility impaired.
Accessibility Action Plan Aims to deliver better access to jobs and key services through an accessible and socially inclusive transport system.
Providing step-free access at the station together with a public transport interchange allows access for all – improving journey opportunities to wider employment market.
City Region Policy The Local Transport Plan aims to improve public transport access to local developments and provide integrated public transport.
Interchange would act as a public transport hub for local area, and the transport gateway to the Parkside SRFI development, which accounts for a large proportion of future development in the St Helens Borough.
Parkside Strategic Rail Freight Interchange (SRFI)
The Parkside SRFI accounts for a large proportion of future development in the St Helens Borough, creating 8,000 new jobs. 20% of trips are targeted by public transport.
Developer-provided shuttle bus will run between Parkside and Newton station. In order to encourage public transport trips it is important that a cross-mode interchange is provided at the railway station.
Railway Improvements Electrification of Liverpool-Manchester line via Newton-le-Willows leading to new service patterns and faster journey times.
In order to compliment the enhancements it is important to maximise demand and revenue increases. Step-free access and cross-mode interchange will improve access to, and encourage more people to use, the enhanced rail services.
Source: Mott MacDonald
1.3 Economic Benefits
The monetised economic assessment of the scheme has been undertaken in compliance with guidance
contained in the Government’s web-based Transport Analysis Guidance (TAG). This shows that the
scheme produces a Present Value of Benefits (PVB) of £27.711 million (2010 prices, discounted to
2010). The Present Value of Costs (PVC) is £8.227 million (2010 prices, discounted to 2010). This
gives a Benefit to Cost Ratio (BCR) of 3.37. Note that the Present Value of Costs (PVC) includes
revenue transfer from the private sector back to Central Government in the form of a reduced subsidy
level.
Based on Department for Transport guidelines the Newton-le-Willows scheme can be classified as high
value for money. Additional qualitative impacts are set out in the Appraisal Summary Table which is
provided in Appendix J.
It is noted that TEMPRO forecasts (for population and employment growth) which are used in the
economic assessment above are known to underestimate the population growth in the Liverpool City
Region. An alternate local growth forecast was produced as part of the Liverpool City Region Long Term
Rail Strategy – so called LEP forecasts. Using these forecasts the scheme produces a PVB of £36.347
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million (2010 prices, discounted to 2010) and PVC of £5.997 million (2010 prices, discounted to 2010).
This gives a BCR of 6.06 under this scenario.
1.4 Financial Case
Major scheme funding and Merseytravel funding are the two main sources of funding for the scheme.
Funding from Merseytravel is likely to come from the Integrated Transport Block (ITB), and contribute
around 10% of the total scheme costs. The remaining funds will be sourced from the Liverpool City Region
major schemes fund. A breakdown of the proposed funding profile is shown in Table 1.3 below.
Table 1.3: Sources of funding for the scheme
2014-15
(£m) 2015-16
(£m) 2016-17
(£m) 2017-18
(£m) Total (£m)
Major Scheme funding sought 0 4.400 6.000 4.000 14.400
Merseytravel contribution 0.650 0.800 0.240 0.000 1.690
Total (£m) 0.650 5.200 6.240 4.000 16.090
Major Scheme – percentage of total 0% 84.6% 96.2% 100% 89.5%
Merseytravel – percentage of total 100% 15.4% 3.8% 0% 10.5%
Source: Merseytravel
1.5 Timescale for Delivery
The key milestones for the project are set out in Table 1.4 below.
Table 1.4: Key milestones for the project
Milestone Projected Completion Date
Options Appraisal Report Completed April 2014
Outline Business Case Completed August 2014
Land procurement: exchange of contracts for site B November 2014
Full Business Case November 2014
Land procurement: transfer of ownership for site C December 2014
Station related elements: completion of GRIP 3 June 2015
Completion of bus interchange and car park design June 2015
Full Planning Permission for bus interchange and car park June 2015
Clearance of site C and creation of temporary car park June 2015
Bus interchange: commence construction on site August 2015
Land procurement: vacant possession of site B November 2015
Station Change completed November 2015
Station related elements: completion of GRIP 4 March 2016
Station related elements: Full Planning Permission and Listed Building Consent March 2016
Station related elements: completion of GRIP 5 July 2016
Station related elements: commence construction on site July 2016
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Milestone Projected Completion Date
Station related elements: construction completed February 2018
Overall scheme: construction completed March 2018
Scheme completed March 2018
Source: Merseytravel and Mott MacDonald
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2.1 Introduction
The strategic case determines whether or not an investment is needed, either now or in the future. It
demonstrates the case for change – that is, a clear rationale for making the investment; and strategic fit –
how an investment will further the aims and objectives of the Liverpool City Region Local Enterprise
Partnership (LEP).
More specifically the strategic case:
� Specifies the business need for a project;
� Sets the context and identify a series of investment aims;
� Assesses the investment aims what the LEP (and Government) wants to achieve as a whole;
� Determines the case for change and strategic fit should be an iterative process as the business case
develops, and always supported by robust evidence, such as identifying key risks and constraints; and
� Sets out consultation issues with the main stakeholder groups.
The strategic case is discussed in detail under the following sections:
� Background to the scheme;
� Existing situation;
� Identified problems and issues;
� Need for change;
� Scheme description;
� Option appraisal;
� Strategic fit;
� Political support; and
� Conclusion.
2.2 Background to the Scheme
2.2.1 Location and Context
Newton-le-Willows is situated at the eastern edge of the Liverpool City Region in St Helens Borough. The
town is well served by the local transport network, being located at the intersection of the key north-south
and east-west road and railway links, namely the Liverpool-Manchester Chat Moss railway line and the
West Coast Mainline (WCML).
The Chat Moss line is the northern-most of the two direct Liverpool-Manchester railway lines, serving the
towns of Huyton and Newton-le-Willows. Newton-le-Willows station is located between Parkside Junction
and Earlestown East Junction; the former provides a north facing junction onto the WCML towards Wigan,
whilst the latter provides a south facing junction onto the WCML towards Warrington.
The main east-west road links are provided by the M62 trans-Pennine motorway and the A580 East
Lancashire Road, which links Liverpool, Manchester and the towns of St Helens and Leigh. The town is
2 Strategic Case
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located between junctions 22 and 23 of the M6 motorway, whilst the A49 running through Newton provides
an alternate north-south route between Warrington and Wigan.
The local area is illustrated in Figure 2.1 below, showing Newton-le-Willows in the context of the Liverpool
City Region.
Figure 2.1: Location of Newton-le-Willows within the Liverpool City Region
Source: Mott MacDonald
Newton-le-Willows is the most easterly railway station in Merseyside on the Chat Moss line, situated
approximately mid-way between Liverpool and Manchester. The station is located 15.8 miles from
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Liverpool Lime Street and 15.9 miles from Manchester Victoria. The local area is illustrated in Figure 2.2
below, showing Newton-le-Willows, the local railway network and the proposed site of the Parkside
Strategic Railfreight Interchange (SRFI).
Figure 2.2: Location of Newton-le-Willows and the local railway network
Source: Mott MacDonald
2.2.2 Scheme History
Proposals to improve the railway station at Newton-le-Willows date to 2002 and the Merseyside Local
Transport Plan Station Improvement Studies. This looked at improvements to four existing railway stations
(Newton-le-Willows, Sandhills, Fazakerley and Bidston) as well as a proposed new station at Carr Mill on
the Liverpool-St Helens-Wigan railway line.
A number of different options were proposed at that stage all of which looked at providing a bus
interchange and rail-based park and ride facility to the north of the railway line. This included several
options, varying by access arrangements, but including a modernised station, a bus interchange, pick-up /
drop-off facilities for both taxis and general traffic, and a car park with 209 spaces plus 13 blue badge
spaces. Design of the preferred option to GRIP4 was undertaken at that time.
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The scheme was subsequently identified in the Local Transport Plan Rail Strategy from 2006. The
refurbishment and expansion of Newton-le-Willows railway station was identified as part of a range of
enhancement packages, which were designed to “improve the facilities and services offered to
passengers”.
A number of access improvements and park and ride schemes have been implemented at railway stations
within Merseyside over recent years. Birkenhead North has recently been refurbished, including provision
of step-free access arrangements (April 2014) and provision of a 267 space park and ride facility
(December 2012). The schemes are similar in scope to the proposals at Newton-le-Willows, including the
provision of secure car parking, the establishment of improved bus interchange facilities, as well as the
provision of lifts and a new footbridge to access the platforms. Other schemes in Merseyside include
Bootle Oriel Road (2008) and St Helens Central (2007), which saw improvements to provide step-free
access throughout the stations.
The proposed scheme at Newton-le-Willows follows on from these recent schemes which have sought to
improve access both to and within railway stations across the Liverpool City Region.
2.3 Existing Situation
2.3.1 Station Facilities
The overall quality of the environment at Newton-le-Willows railway station is relatively poor, with low
levels of accessibility, with stepped access provided to both platforms from a poorly-lit subway. Whilst
there is an existing car park at the station this is located on the opposite side of the railway to the ticket
office and provides a barrier for mobility-impaired people, as well as an unattractive and inconvenient route
for others. There is little integration provided between the local bus service and the railway station itself,
with poor quality pedestrian routes connecting bus and rail services, with little signing and only basic
facilities at the bus stops.
The railway line and services operating through Newton-le-Willows are due to be upgraded by December
2018. Without further development of the station and access points both within and to the station, the
station environment is likely to limit the potential increase in patronage at Newton-le-Willows.
In order to realise the full potential of the railway upgrade several important improvements need to be
implemented at the station including:
� Improving access at the station, including provision of Disability Discrimination Act (DDA) and Equality
Act compliant step-free access to both platforms;
� Improving pedestrian access between the car park and the ticket office; and
� Improving interchange opportunities and integration between the railway station and local bus services.
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2.3.2 Station Catchment
The station serves the eastern areas of Newton-le-Willows, and it is also an attractor for adjacent towns
and villages lying outside of the borough of St Helens; this includes the Golborne and Lowton areas (within
Wigan, Greater Manchester) to the north east, and Winwick (within Warrington) to the south. Newton ward
covers the area of Newton-le-Willows surrounding the railway station, whereas Earlestown ward covers the
western areas of the town, including the Town Centre and Vulcan Village.
The catchment area for Newton-le-Willows has been analysed as part of surveys undertaken by
Merseytravel in 2014. Analysis of the data reveals that Newton-le-Willows seems to be fulfilling a ‘dual’
role as a station, catering for local trips, with over 30% of passengers walking to the station, whilst at the
same time acting as a park-and-ride facility for the local area with over 40% of passengers accessing the
station either as a car driver or car passenger. Significantly nearly 20% of passengers are also using the
station as a kiss-and-ride facility with access by car but passengers dropped off. Analysis from these
surveys is included in Figure 2.3 below.
Figure 2.3: Catchment area for trips to Newton-le-Willows railway station
Source: Merseytravel – March 2014
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The catchment area map indicates that, in addition to serving the immediate local area, the station is
serving the towns and villages surrounding Newton-le-Willows. This includes:
� Towns and villages to the north and east of the A580 East Lancashire Road such as Ashton, Golborne,
Lowton and Leigh, extending as far as Atherton in the north east and Wigan in the north;
� The northern areas of Warrington, including Winwick; and
� St Helens and the surrounding suburbs and villages, including Sutton, Billinge and Haydock.
It is noted that the catchment area extends to the west to include Earlestown. This shows the relative
attractiveness of the service offering from Newton-le-Willows, which has three trains per hour to
Manchester (compared to Earlestown which has two trains per hour). It is also includes areas of St Helens
which have no direct rail service towards Manchester. It is also noted that there is some demand at the
station from the Runcorn area (not shown on the area map) which accounts for around 6.3% of total
demand at Newton-le-Willows.
2.3.3 Station Access
Access by bus to the station is limited to those passengers residing close to the available bus routes.
Journeys by bus are typically shorter than those by car, and are concentrated in Newton-le-Willows and on
the main roads radiating away, including Golborne, Abram, Lowton and Pennington.
Passengers using the bus to access the station make up around 4% of total demand, and this is despite
the current bus stops being located some distance from the station. In comparison, at Earlestown station,
where the bus stop is adjacent to the railway station, a total of 26% of passengers use bus services to
access the station. At St Helens Central a total of 34% of passengers use the bus to access the station
(note Earlestown and St Helens surveys were undertaken in 2009). This is a function of the town centre
locations of these stations, together with convenient and attractive interchange opportunities. The mode
share of bus to access Earlestown and St Helens Central gives an indication of the level of bus use which
could be expected if interchange opportunities at Newton-le-Willows are improved.
Newton-le-Willows is observed to act as a park-and-ride site, with a higher proportion of passengers
accessing the station by car. This assessment also acknowledges the role that Newton-le-Willows station
fulfils in acting as a hub station for the south-eastern area of St Helens Borough, as well as for cross-
boundary trips from adjacent locations in both Greater Manchester and Warrington.
2.3.4 Station Demand
Passenger demand at Newton-le-Willows has been observed to be rising steadily over the past 10 years
(244% overall and with an annual average of around 11%), as shown in Table 2.1 below.
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Table 2.1: Annual demand at Newton-le-Willows, 2004-2013
Year Total Demand Year-on-Year change
2004-2005 274,450
2005-2006 318,100 16%
2006-2007 343,350 8%
2007-2008 361,650 5%
2008-2009 553,250 53%
2009-2010 549,900 -1%
2010-2011 604,100 10%
2011-2012 645,000 7%
2012-2013 670,950 4%
Source: Office of Rail Regulation, Annual Station Footfall Figures, various years
An annual footfall of 670,950 was recorded at Newton-le-Willows in the 2012-2013 railway year,
representing a 4% increase in passenger demand from the previous year, with near continuous growth
experienced over the last decade during which annual footfall has nearly tripled overall.
A comparison with passenger demand at other stations on the Liverpool-Manchester route has been
undertaken which is presented in Table 2.2 below.
Table 2.2: Annual demand at railway stations between Liverpool Lime Street and Manchester Victoria, 2012-2013
Station Annual
Demand Station
Annual Demand
Liverpool Lime Street 13,166,550 Lea Green 476,850
Edge Hill 142,750 St Helens Junction 251,600
Wavertree Technology Park 342,300 Earlestown 423,850
Broad Green 633,400 Newton-le-Willows 670,950
Roby 314,250 Patricroft 42,950
Huyton 1,150,450 Eccles 147,600
Whiston 222,800 Manchester Victoria 6,851,200
Rainhill 449,650
Source: Office of Rail Regulation, Annual Station Footfall Figures, 2012-2013
When compared to other stations along the Liverpool-Manchester line, the growing importance of the
Newton-le-Willows station can be seen, with annual footfall being higher than any other station between
Manchester and Liverpool, with the exception of Huyton. It is noted that Huyton serves both the Liverpool-
Manchester and Liverpool-Preston via Wigan lines, with a greater frequency of trains than at Newton-le-
Willows. It should also be noted that Newton-le-Willows is served by both the Liverpool-Manchester and
North Wales-Chester-Manchester service which give a range of destinations. There are three trains per
hour towards Manchester and two trains per hour towards Liverpool, which gives a greater service
frequency to these destinations from Newton-le-Willows compared to adjacent stations – for example
Earlestown which has only two trains per hour to Manchester.
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This emphasises that Newton-le-Willows is seen as a hub station for the local (sub) area, especially for
those local towns to the east such as Golborne and Leigh which do not have a local railway station. As a
result there is increasing potential for Newton-le-Willows station to act as a key transport hub for the local
(sub) region, especially given the planned improvements to the railway line and service frequency
enhancements.
The Liverpool City Region Long Term Rail Strategy (LCR Rail Strategy) matrix has been used to further
investigate demand to and from Newton-le-Willows. This is because there are several issues with the
ORR data which makes it less accurate, including:
� Inadequate consideration and treatment of PTE ticket products;
� Concessionary travel schemes, for example Merseyside where off-peak rail travel is free for those
aged over 60.
The Rail Strategy demand matrix has been developed with due consideration of these issues, resulting in a
more accurate origin-destination matrix. For completeness we have also included elements of the Rail
North demand matrix, which includes Greater Manchester Wayfarer tickets which are valid to and from
Newton-le-Willows. The flows recorded in this enhanced matrix for Newton-le-Willows are shown in Table
2.3 below.
Table 2.3: Largest flows to/from Newton-le-Willows, 2011/12
Station Demand Percentage of demand
Manchester BR 317,900 55.6%
Liverpool BR 111,200 19.5%
Chester 16,300 2.9%
Huyton 16,100 2.8%
Eccles 11,600 2.0%
Wavertree Technology Park 10,300 1.8%
Warrington BR 8,600 1.5%
St Helens Junction 7,100 1.2%
Llandudno Junction 5,000 0.9%
Rainhill 4,800 0.8%
The Rest 62,800 11.0%
Total demand 571,600
Source: LCR Rail Strategy and Rail North demand matrix (rounded to nearest hundred)
This shows that by far the largest destinations are Manchester and Liverpool. Together, these account for
over 75% of demand at Newton-le-Willows. The demand towards Manchester is driven by a frequency of
three trains per hour, whereas Liverpool only has two trains per hour from Newton-le-Willows.
It is noted that the station also acts as the hub station for Haydock Park Racecourse, approximately three
miles to the north of Newton-le-Willows. The racecourse had 32 horse racing fixtures over the course of
2014, with numerous other non-racing events. For certain events the racecourse operates a shuttle bus
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from Newton-le-Willows station to Haydock Park. Passenger demand using the station to access Haydock
Park is included in the figures for Newton-le-Willows presented above.
Travel to work data is available from the 2011 Census, and this has been analysed for the two main
destinations from the railway station – namely Liverpool and Manchester. This is summarised in Table 2.4
below, based on travel from the local area to the Local Authority districts of both Liverpool and Manchester,
although it is noted that this data represents only the main mode of transport for a journey.
Table 2.4: Travel to work data – proportion by rail from local area by mid-level super output area (MSOA)
To Liverpool District To Manchester District
MSOA Journeys Percentage by rail Journeys Percentage by rail
St Helens 0151 216 25% 200 52%
Wigan 039 70 17% 163 20%
Wigan 040 46 11% 156 16%
Warrington 003 58 5% 154 21%
Catchment totals 390 19% 673 27%
Source: 2011 Census and NOMIS
This shows that despite the fact that the local area is roughly equidistant between Liverpool and
Manchester there are roughly 70% more journeys to work in Manchester than Liverpool. From the
Newton-le-Willows area there are similar numbers of journeys to both Liverpool and Manchester. Rail has
a higher mode share towards Manchester than Liverpool especially from Newton-le-Willows, and this is
reflected in the demand figures from Newton-le-Willows presented above.
Improvements to the station environment and car park are likely to encourage demand, especially from the
immediate surrounding area to railhead to Newton-le-Willows rather than drive into the main centres.
2.3.5 Local Area
The station serves the immediate area of Newton-le-Willows, as well as the surrounding towns and villages
such as Haydock, as well as Golborne, Lowton and Winwick in adjacent areas of Warrington and Wigan.
Population and employment statistics for the local area are shown in Table 2.5 below.
1 St Helens 015 covers eastern Newton-le-Willows, Wigan 039 includes Golborne, Wigan 040 includes Lowton and Warrington 003
includes Winwick, together forming the main catchment areas of the station
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Table 2.5: Population and socio-economic data for the local area
Ward area Population (2011) % with no access to
private vehicle (2011) % claiming Jobseekers
Allowance (JSA)
Newton 11,200 22.5% 3.8%
Earlestown 10,800 31.4% 5.0%
Haydock 11,420 24.1% 2.8%
St Helens Borough 175,310 26.7% 4.0%
Liverpool City Region 1,506,940 34.4% 4.2%
Golborne and Lowton West 11,910 22.8% 3.4%
Lowton East 12,620 11.9% 1.5%
Burtonwood and Winwick 6,350 12.3% 1.4%
England 53,012,460 25.8% 2.8%
Source: Census 2011 and NOMIS
This shows that:
� Newton-le-Willows and surrounding areas have a higher Jobseekers Allowance (JSA) claimant rate
than the English average, but lower claimant rate than St Helens and Liverpool City Region;
� Newton-le-Willows has a lower proportion of households with no access to a private vehicle than either
the average for St Helens, Liverpool City Region and England; and
� Areas to the northeast and south are comparatively better off, with lower JSA claimant rates and a
lower proportion of households with no access to a private vehicle.
Further information from NOMIS has been accessed that looks at the JSA claimant rate over time, and by
age group and length of claim. This is summarised in Table 2.6 and Table 2.7 below.
Table 2.6: JSA claims by area, May 2008 – May 2014
Area 2008 2009 2010 2011 2012 2013 2014
Newton East 2.9% 5.0% 4.0% 3.9% 4.3% 4.3% 3.4%
Newton West 2.9% 5.6% 4.8% 4.9% 5.6% 4.9% 3.6%
Haydock 3.0% 4.6% 3.8% 3.8% 3.9% 3.2% 2.2%
St Helens Borough 3.1% 5.1% 4.4% 4.7% 5.0% 4.4% 3.4%
Liverpool City Region 3.8% 5.9% 5.1% 5.5% 5.6% 4.9% 3.5%
Source: NOMIS
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Table 2.7: JSA claims by age range and duration of claim, May 2014
Population aged 16-64
(2010)
JSA claims by age range JSA claims by duration
Area 18-24 25-49 50+ < 6
months 6-12
months >12
months
Newton East 6,600 26.8% 49.8% 23.4% 48.1% 19.1% 32.8%
Newton West 7,900 28.0% 54.5% 17.4% 48.6% 18.7% 32.7%
Haydock 7,600 28.7% 55.7% 15.5% 49.4% 19.5% 31.0%
St Helens Borough 111,000 28.2% 54.6% 17.2% 50.9% 19.1% 30.1%
Liverpool City Region 974,600 23.5% 57.2% 19.3% 52.8% 17.0% 30.2%
Source: NOMIS
This data is reported by statistical ward area, with Newton West corresponding roughly to Earlestown ward
in Table 2.5, and Newton East corresponding roughly to Newton.
This shows that over the previous seven years claimant rates in the local area have fluctuated, peaking in
2009. Claimant rates in Newton East have consistently been lower than both the St Helens and Liverpool
City Region average over this period. Despite this, claimant rates have fallen faster in both St Helens and
the City Region compared to the local area.
Within the immediate area of Newton-le-Willows the proportion of JSA claimants who are aged below 24 is
higher than in the wider Liverpool City Region. In terms of the duration of claim, there is a higher
proportion of longer term claimants in Newton-le-Willows when compared to both the St Helens Borough
average and the wider City Region. This suggests that there are issues with both youth unemployment
and with long-term unemployment.
When looking at those aged under 24 who are not in education, employment or training (so called NEETs),
data is recorded at Local Authority level. This is summarised in Table 2.8 below.
Table 2.8: NEETs – comparison between St Helens Borough and Liverpool City Region
% NEET (2012) % NEET (2013) Annual Change
St Helens Borough 7.8% 7.3% -0.5%
Liverpool City Region 8.1% 7.0% -1.1%
Source: Department for Education
This shows that although the number of NEETs in St Helens has fallen over the past year, they have not
reduced as quickly as in the wider City Region. In 2012, the percentage of NEETs in St Helens was lower
than in the City Region. Changes over the past year now show that the percentage in St Helens is higher
than the City Region average.
Together this data shows that the Newton area, although having a lower number of claimants than the City
Region, does have specific problems in terms of youth and longer-term unemployment. This further
reinforces the need to improve access to the labour market and education facilities via public transport,
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through improvements in access at Newton-le-Willows railway station. This will allow improved access to
the jobs market in both Liverpool and Manchester City Centres and smaller centres such as Warrington
and Chester. It also provides links to specific employment sites, such as Wavertree Technology Park, and
will act as a hub for the main employment development site within St Helens at Parkside.
2.3.6 Future Land Use Developments
The St Helens Local Development Core Strategy identifies that nearly a quarter of the borough’s
development up to 2027 will take place within Newton-le-Willows and Earlestown. The key site of interest
is the former Parkside Colliery, to the south east of Newton-le-Willows. A total area of 272 hectares will
accommodate 715,000m² of rail served warehouse and distribution buildings. The development is forecast
to create approximately 8,000 jobs. An ambitious travel plan for the site targets 20% of total trips to be on
public transport and this will be catered for partly by introducing shuttle buses between the site and
Newton-le-Willows railway station.
The importance of the Parkside development to St Helens is illustrated in Figure 2.4; this shows the
breakdown of development within St Helens both with and without Parkside. The concentration of
development in the Newton-le-Willows area can clearly be seen.
Figure 2.4: St Helens Borough economic development breakdown
Source: St Helens Local Plan Core Strategy, October 2012 – based on size of development site
There is one other site which is sufficiently close to Newton-le-Willows station to be taken account of. This
is the site of the former McFalls salvage yard, immediately to the north of the railway station. Housing
development has been approved for the site, which comprises a total of 34 dwellings. As part of the
planning application a section 106 agreement was signed with the developer, providing a £25,000
contribution to access improvements to the railway station at Newton-le-Willows.
High levels of deprivation in St Helens Borough are being tackled through numerous developments
identified in the Core Strategy, the largest being the Parkside SRFI development south of Newton-le-
Willows. This is expected to create up to 8,000 new jobs and create significant car and public transport
demand through the area.
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Current facilities at Newton-le-Willows railway station are inadequate to meet future demand increases with
relatively poor passenger access, in particular the lack of step-free access to either platform. The station is
also relatively badly signed with narrow vehicular access points and inconveniently linked long walks to the
nearest bus stops. In order for Newton-le-Willows to act as a key gateway to the Parkside site by public
transport it is important that the interchange facilities between bus and rail are improved and step-free
access be provided and station facilities be upgraded.
2.3.7 Service Enhancements
The Chat Moss route is currently being electrified at 25kV as part of the Northern Hub development, with
the Manchester Piccadilly-Earlestown section having now being completed, whilst the Earlestown-
Liverpool Lime Street section is scheduled for completion by December 2014. This, together with line
speed improvements and increased capacity by doubling the line from two to four tracks between Huyton
and Roby, will result in a step-change in service quality with operational and passenger benefits along the
Chat Moss route.
Once the electrification is completed a revised service will operate, which will include longer and more
frequent trains, as well as faster services. The High Level Output Statement (HLOS) published by the
Department for Transport (DfT) in 2012 highlighted the proposed improvements to local train services at
Newton-le-Willows. Guidance from Merseytravel suggests further changes from this specification, as
summarised in Table 2.9 below (which are subject to franchise specifications and confirmation from the
DfT of their affordability).
Table 2.9: Proposed improvements to rail services at Newton-le-Willows
Existing service Proposed changes by December 2018
1tph Liverpool Lime Street-Manchester Victoria-Stalybridge with 2tph in peak times (stopping service)
1tph Liverpool Lime Street-Piccadilly-Manchester Airport (stopping service)
1tph Liverpool Lime Street-Piccadilly-Manchester Airport (semi-fast service)
2tph Liverpool Lime Street-Manchester Victoria-Stalybridge (semi-fast service)
1tph North Wales/Chester-Manchester Piccadilly with 2tph in peak times (fast service)
1tph Chester-Manchester Victoria-Leeds (fast service)
1tph North Wales-Chester-Manchester Victoria-Stalybridge (fast service)
Source: Merseytravel
The proposed service changes show an increase in frequency at Newton-le-Willows, with the result that
following implementation of the Northern Hub, three trains per hour will operate to Liverpool and five trains
per hour will operate to Manchester. In addition, new cross-Manchester journeys will be possible following
the proposed diversion of the Chester train to serve Manchester Victoria and destinations further east.
The Northern Route Utilisation Strategy (RUS) published by Network Rail in 2011 shows the anticipated
changes in capacity on trains operating from Newton-le-Willows by December 2014, which is summarised
in Table 2.10 below.
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Table 2.10: Capacity changes on peak-hour services at Newton-le-Willows by December 2014
Service Current situation Proposed change
Llandudno-Manchester Piccadilly 3-car DMU No change
Chester-Manchester Piccadilly 3-car DMU No change
Liverpool Lime Street-Piccadilly-Manchester Airport 2-car DMU 4-car EMU
Liverpool Lime Street-Manchester Victoria-Stalybridge 2-car DMU 4-car EMU
Liverpool Lime Street-Manchester Victoria-Huddersfield 2-car DMU 4-car EMU
(terminates Victoria)
Source: Network Rail, Northern RUS, May 2011
This highlights the step-change in overall passenger capacity following the electrification of the Liverpool-
Manchester route, after which Electric Multiple Units (EMUs) will be cascaded to Northern Rail to operate
local services, and these are likely to be Class 319 units currently operated in the south of England2. A
comparison of the capacities of Diesel Multiple Units (DMUs) currently operating local services on the line
compared with the EMUs is shown in Table 2.11 below.
Table 2.11: Seating capacities of existing and future units operating through Newton-le-Willows
Unit Total Seats
2-car Class 142 DMU (Liverpool-Manchester) 96-102
4-car Class 142 DMU (Liverpool-Manchester) 192-204
2-car Class 150 DMU (Liverpool-Manchester) 116-149
4-car Class 150 DMU (Liverpool-Manchester) 232-298
2-car Class 156 DMU (Liverpool-Manchester Airport) 140-152
4-car Class 319 EMU (future Liverpool-Manchester/Airport) 297-319
2-car Class 175 DMU (North Wales/Chester-Manchester) 118
Source: Traction Recognition Second Edition, Ian Allan Publishing 2011
This shows that the EMUs will provide around 100 additional seats per train compared with a 4-car Class
142 DMU. As a result of the projected additional capacity on the Liverpool Lime Street-Manchester
services the Northern RUS estimates that trains will provide sufficient numbers of seats to prevent
overcrowding on trains serving both Manchester Victoria and Manchester Piccadilly.
The electrification scheme will improve journey times, with the headline Liverpool-Manchester non-stop
journey time being reduced by 15 minutes. No information is provided on journey times from intermediate
stations, including Newton-le-Willows. As a result of the scheme, including better acceleration of electric
trains, increased track capacity between Huyton and Broad Green, and overall line speed increases, it is
anticipated that journey times between Newton-le-Willows and both Manchester and Liverpool will also be
reduced, providing passenger and operational benefits.
2 https://www.northernrail.org/northern/better-trains Accessed 16/06/2014
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Newton-le-Willows railway station is seen as an ideal location to act as a railway hub for the local area.
The electrification of the route together with service changes represent an opportunity for this vision to be
realised, especially in the context of future land use developments in the town. However, there is a need
for the service improvements to be matched by a step-change in terms of station quality and accessibility,
as well as interchange linkages to bus services offering routes to an array of existing and future facilities.
2.4 Identified Problems and Issues
2.4.1 Station Facilities
Newton-le-Willows railway station is situated on a steep embankment, with the railway line travelling from
Liverpool across a viaduct then traversing an embankment towards Manchester to the east. The station
buildings and platforms are located on the embankment, with the station building located on the
Manchester bound platform. The only access to the station, its platforms and facilities is through the
station building.
Photo 2.1: Automated ticket machine at main entrance
Photo 2.2: Ticket office
Source: Mott MacDonald Source: Merseytravel
The station is staffed from first to last service at the following times:
� Monday-Saturday 06:00-23:55; and
� Sunday 08:30-00:00.
There exist a number of issues with the station environment at Newton-le-Willows. The ticket office area is
relatively dark and poorly lit, and leads into an uninviting subway beneath the railway tracks, which is
sloped and often presents a slipping hazard; steps from the subway lead up to both of the platforms. This
represents the only access onto the platforms for passengers; in particular it should be noted that there is
no step-free access onto the platforms at the station.
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Photo 2.3: Subway access to platforms
Photo 2.4: Steps to Manchester-bound platforms
Source: Merseytravel Source: Mott MacDonald
To access the Manchester-bound platform there are 12 steps followed by a rest platform and 12 additional
steps, with these varying in height between 10 and 15 cm. To access the Liverpool-bound platform there
is a long, stepped ramp, which includes two sets of 9 steps separated by a rest platform – a small landing
area between the flights of steps.
Photo 2.5: Steps to Liverpool-bound platform Photo 2.6: Waiting room on Liverpool-bound platform
Source: Merseytravel Source: Mott MacDonald
There are limited facilities for passengers at the station with no toilet/baby changing facilities, although
small waiting rooms are provided on the Liverpool-bound platform and within the station building on the
Manchester-bound platform. An automated ticket machine is provided adjacent to the main entrance.
Information signs and hand rails are provided; the original station building and features contrast sharply
with the more modern signage and handrails to provide a contrasting aesthetic appearance to passengers.
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The main building and ticket office on the Manchester-bound platform are listed as a Grade II historic
building. In the past, its’ national importance and heritage prevented plans from progressing to relocate the
station and so future development plans need to consider incorporating the structure in its present form.
2.4.2 Station Access
The only vehicular access route to the station is via a steep and narrow, single carriageway road leading to
a small turning area with a small number of parking spaces for staff and blue badge holders. The area is
outside the station building surrounded by dustbins and high unwelcoming walls, whilst the area is difficult
to manoeuvre for both taxis and cars dropping off passengers.
Photo 2.7: Blue badge parking at station entrance Photo 2.8: Cycle parking close to station entrance
Source: Mott MacDonald Source: Mott MacDonald
The railway station is also poorly signed for both drivers and pedestrians, with signs present for the M6,
M62 and local routes at the Church Street / Mill Lane / Southworth Road junction, but no signs highlighting
the location of the railway station.
Steps adjacent to the main entrance provide direct access from Mill Lane to the station for pedestrians.
These consist of four flights of steps, with a contrasting handrail and street lighting.
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Photo 2.9: Access adjacent to Legh Arms Photo 2.10: Pedestrian access from Mill Lane
Source: Merseytravel Source: Mott MacDonald
At the junction between Mill Lane, Church Street and Southworth Road, a number of cycle and footpaths
converge through Willow Park to the west. A small distance northwards there is a zebra crossing on
Church Street linking the paths, but there is little provision for pedestrians at the junction close to the
station except for two dropped kerb crossing points. Walking along Mill Lane from a southern direction is
relatively unattractive, with footways halving in size to 1.3m through the viaduct in combination with a
hazardous tight bend. The area immediately surrounding the railway station is shown in Figure 2.5.
Figure 2.5: Area surrounding Newton-le-Willows railway station
Source: Mott MacDonald
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2.4.3 Car Parking
A new car park providing 87 spaces was opened to the south of the railway line in April 2012 which
provides free parking for rail users. This site is located on Alfred Street, east of Mill Lane to the south of
the railway viaduct. However, whilst this car park is close to the rail line there is no direct access between
the car park and the Liverpool-bound platform due to level differences. The car park is raised by between
1-2m, requiring steps down to Mill Lane street level. From the ticket office, the car park is reached via the
booking office, steps to Mill Lane and a ‘double-back’ underneath the railway viaduct.
Photo 2.11: Steps from car park onto Mill Lane Photo 2.12: Narrow footpath on Mill Lane
Source: Mott MacDonald Source: Mott MacDonald
There are few alternative car parking facilities to deal with any potential overflow from the car park. There
is a 2.2m wide parking area adjacent to terraced housing on Southworth Road with space for
approximately six vehicles, but these are restricted for use during Monday-Saturday between 8.00 and
18.00 with two hour limits and no return within the hour. Car parking spaces which were previously
provided on the station approach road have been removed and replaced with double yellow line
waiting/loading restrictions.
2.4.4 Accessibility
Accessibility through the station is difficult for those who are mobility impaired. In particular there is no
step-free access to either the Manchester- or Liverpool-bound platforms and access onto the Liverpool-
bound platform is through a subway which is sloped and often presents a slipping hazard.
Research for the Department for Transport shows that people with mobility difficulties travel much less
frequently than those without difficulties. This is evidenced in Figure 2.6 below, which shows that adults
without mobility difficulties make on average 52% more trips than those with mobility difficulties.
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Figure 2.6: Trips per person per year in 2008 by age group
Source: National Travel Survey 2010 and Transport for Everyone (DfT, 2012)
In addition, the Department for Transport’s Accessibility Action Plan (Transport for Everyone, 2012)
identifies that:
� 11 million people in Great Britain have a disability, most commonly this affects mobility, lifting and
carrying;
� One fifth of disabled people report having difficulties relating to their disability when accessing
transport; and
� Disabled people are far less likely to be in employment compared to non-disabled people.
When looking at trips by rail, those with mobility difficulties make far fewer journeys than those without
mobility difficulties. Data from Figure 2.7 shows that those without mobility difficulties make seven times
more trips by rail than those with mobility difficulties.
0
200
400
600
800
1000
1200
All aged over 16 Aged 16-48 Aged 50-59 Aged 60-69 Aged over 70
Nu
mb
er
of
Tri
ps
Age Group
No mobility difficulties Mobility difficulties
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Figure 2.7: Trips per person per year in 2008 by main mode
Source: National Travel Survey 2010 and Transport for Everyone (DfT, 2012)
Current access arrangements make it difficult for the mobility impaired to access the railway system at
Newton-le-Willows, limiting access to the City Region and wider employment market and leisure
opportunities.
It is also noted that the current access arrangements cause difficulties for those with luggage, for example
those with suitcases or heavy luggage. The steps to and from the platforms at the station makes access
difficult for these passengers.
2.5 Need for Change
The Liverpool City Region’s infrastructure will undergo significant investment and development over the
coming years as highlighted in the City Region’s Strategic Economic Plan. In 2013, £1bn of capital
investment began on two key projects – the Mersey Gateway and Liverpool2. These major projects
alongside other projects that form the SuperPort initiative will drive growth in the City Region.
The improvements at Newton-le-Willows railway station are designed to develop the station as a public
transport hub for the eastern areas of St Helens. This will provide public transport links to the Parkside
Strategic Rail Freight Interchange to the south of the station and the wider City Region.
0
100
200
300
400
500
600
Car / van driver Car / van passenger Local bus Rail Taxi / Private Hire
Nu
mb
er
of
Tri
ps
Mode of Transport
No mobility difficulties Mobility difficulties
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2.5.1 Vision for Liverpool City Region
The vision of the Liverpool City Region is “to regain our status as a premier European City Region by 2025.
We will secure an internationally competitive economy and cultural offer; an outstanding quality of life; and
vibrant communities contributing to and sharing in sustainable wealth creation”. In support of this the
strategic priorities are:
� The Premier Destination Centre;
� The Well-Connected City Region;
� The Creative and Competitive City Region;
� The Talented and Able City Region; and
� The City Region of Sustainable Neighbourhoods and Communities.
The scheme at Newton-le-Willows will help to connect the wider City Region by improving access to the
railway network. It will also act as a public transport hub for access to the planned employment site at
Parkside SRFI.
2.5.2 Vision for St Helens Borough
The Core Strategy Spatial Vision is:
“In 2027 St Helens will be a regenerated Borough. Taking advantage of its location between
Liverpool and Manchester, it will have a vibrant economy, a healthy, safe and attractive
environment and inclusive, sustainable communities.
This makes specific mention to the Parkside SRFI and the improvements to the railway station at Newton-
le-Willows. It is envisaged that the railway station and bus interchange will act as a public transport hub
and will allow easy access by rail to both Liverpool and Manchester.
2.5.3 Synergy with Other Schemes
There are a number of schemes within the local area which have varying degrees of synergy with the
proposed enhancements at Newton-le-Willows. These schemes vary from large scale interventions on the
railway network, which directly impact on demand at the station, to new land use developments and
smaller interventions on the local road network which have the potential to influence mode choice in the
local area. These schemes are summarised in Table 2.12 below.
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Table 2.12: Synergy with other local schemes
Wider scheme What is being delivered Scheme benefits Interrelation with Newton-le-Willows station enhancements
Liverpool-Manchester ‘Chat Moss’ electrification
Electrification of Liverpool-Manchester via Newton-le-Willows
Electric trains replace diesel on Liverpool-Manchester route, with increased seating capacity
Enhanced capacity at Newton-le-Willows – station upgrade seeks to maximise benefit by encouraging new users to use rail.
Northern Hub Various line speed and capacity enhancements, including four tracking of Huyton-Roby.
Timetable revisions and enhancements across the north, including faster journey times and additional trains (increased seating capacity).
Enhanced services at Newton-le-Willows will increase demand at the station. Accounted for within demand forecasts for the station enhancement.
Parkside Strategic Railfreight Interchange
Major employment development to south east of Newton-le-Willows
Forecast to create 8,000 new jobs, accounting for 68% of economic development within St Helens district
Newton-le-Willows station is to act as public transport hub for site, with shuttle buses provided. Target is for 20% of trips to site to be by public transport. Parkside has potential to increase demand at Newton-le-Willows, and has been accounted for within demand forecasts.
Windle Island Various junction and access improvements to the A570/A580 junction
Improved accessibility and journey times through junction. Reduction in congestion and improved access to local employment areas.
Possible minor journey time enhancements on A580 corridor which are unlikely to impact on mode choice from Newton-le-Willows area towards Liverpool.
Knowsley Industrial Park Various junction and access improvements, including improvements to the A580/A5207 signalised junction.
Improved accessibility and journey times to KIP, increasing investment and employment opportunities at KIP
Possible minor journey time enhancements on A580 corridor which are unlikely to impact on mode choice from Newton-le-Willows area towards Liverpool.
Source: Merseytravel
The major synergies are seen with the changes on the local railway network, which deliver a revised
timetable including additional trains and changes to journey times. The new land-use development at
Parkside is also accounted for within demand forecasts for the station enhancement, as Newton-le-Willows
will act as the public transport hub for the site. This is being developed as a partnership between St
Helens Council and the private sector; improvements at Newton-le-Willows are a factor in the Parkside
development, which has a public transport use target with a planned shuttle bus service through the site to
link to the railway station.
There are two junction enhancements on the A580 East Lancashire Road corridor between the M6 at
Haydock (Junction 23, northeast of Newton-le-Willows) and the M57 (Junction 4) near Kirkby. These are
likely to have minor impacts on congestion and journey times at the specific junctions on the A580 between
Newton-le-Willows and Liverpool; these changes are unlikely to impact on mode choice for journeys
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towards Liverpool. These impacts have not been considered in the demand forecasts for the station
enhancements.
2.5.4 Internal and External Business Drivers
The key business drivers for the scheme can be divided into legal requirements, policy drivers and future
land use developments. These are discussed in more detail below.
Equality Act 2010
The Equality Act 2010 Section 20 imposes duties to make adjustments “where a physical feature puts a
disabled person at a substantial disadvantage in relation to a relevant matter in comparison with persons
who are not disabled”. This is clarified as:
� Removing the physical feature in question;
� Altering it; or
� Providing a reasonable means of avoiding it.
In this instance physical feature can refer to:
� A feature arising from the design or construction of a building;
� A feature of an approach to, exit from or access to a building;
� A fixture or fitting, or furniture, furnishing, materials, equipment or other chattels, in or on premises; or
� Any other physical element or quality.
In order to comply with the Act it is necessary to provide a fully accessible route between the street level,
ticket office and platforms at Newton-le-Willows. This is complicated by the big level differences on site,
with the ticket office being at street level and the platforms being located on top of an embankment. The
‘physical features’ at Newton-le-Willows refer to the stepped access to the platform level.
It is not possible to completely remove the stepped access to the platform and there are limited options to
alter the access in its current form. This means that the only possible action is provide a reasonable
means of avoiding the stepped-access, either in the form of a retro-fitted access ramp without steps or
through the provision of lift access to the platforms. When designing any such scheme it is important to
consider the impacts on the existing station buildings, which are Grade II listed.
Accessibility Action Plan
The DfT published its Accessibility Action Plan (Transport for Everyone: an action plan to improve
accessibility for all) in December 2012. The aims of the plan fit with those developed as part of the
Department’s 2012-15 Business Plan, and include to “deliver better access to jobs and key services
through an accessible and socially inclusive transport system, by removing the barriers to travel and
ensuring that social impacts are addressed in policy development and service delivery”.
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The proposals at Newton-le-Willows fit neatly with these aims, particularly through the development of a
fully step-free multi-modal interchange to act as the public transport hub for the local area and for the
Parkside SRFI site.
City Region
There are a number of policies and plans which are relevant to the Liverpool City Region which set out the
need for transport improvements to support economic growth. These include the Merseyside Local
Transport Plan, as well as the Liverpool City Region Deal with Government. The City Region aims to place
transport at the heart of economic development; targeted transport improvements are likely to improve
accessibility to new development sites and help link the City Region. By providing park and ride facilities at
Newton-le-Willows marginal benefits of reduced congestion are likely on the main radial routes between
Newton-le-Willows and both Liverpool and Manchester, contributing to improved journey time reliability. By
providing access for all at the station, and effectively integrating the local transport system access to the
wider jobs market is provided for residents of the local area.
An integrated transport system which allows access for all, as well as encouraging public transport use are
some of the main aims of the Merseyside Local Transport Plan. The proposed accessibility and
interchange improvements specifically support these three aims of Merseytravel. By improving access to
all and integration between transport modes at Newton-le-Willows accessibility to and from the local area is
improved, particularly to the rest of the Liverpool City Region and the wider local employment areas.
Parkside SRFI
Parkside SRFI is the key development site included within the St Helens Local Plan. It is located on the
south eastern fringe of Newton-le-Willows on the site of the former Parkside Colliery, adjacent to the West
Coast Main Line (WCML) and the Chat Moss railway line.
A total area of 272 hectares of land will accommodate rail served warehouse and distribution facilities and
the development is forecast to create 8,000 new jobs. With the inclusion of Parkside 68% of economic
development within the St Helens Borough will be concentrated in the Newton-le-Willows areas.
A key component of the Parkside scheme is an ambitious sustainable travel plan. This targets 20% of trips
to the site to be on public transport. An important measure contributing to this will be a developer-provided
shuttle bus through the site to Newton-le-Willows railway station.
Given the importance of the Parkside development to St Helens and the wider City Region, it is important
to its success that Newton-le-Willows acts as its key transport hub. The proposed shuttle bus will link the
site to the railway network; in order to encourage public transport trips it is important that cross-mode
interchange at the station is as seamless as possible rather than link into the current poor interchange
facilities.
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Railway Improvements
A number of improvements to the local railway network are currently being progressed. This includes new
service patterns, faster services and electrification of the Manchester-Liverpool line via Newton-le-Willows.
However, the use of the improved services will be minimised without providing access improvements both
within and to the station; this is especially relevant for those with mobility impairments who struggle with
the current stepped access to the station platforms, and those who rely on the current relatively poor public
transport links to the station.
In order to compliment the proposed service enhancements, and in order to maximise demand and
revenue increases, it is important that the scheme is taken forwards at Newton-le-Willows. This would
improve accessibility onto the local railway network and provide an integrated public transport network for
the local area.
2.6 Scheme Description
2.6.1 Scheme Objectives
The scheme aims are as follows:
� Provide facilities at the station which are compliant with the Equality Act, and provide access-for-all;
� Provide an improved station environment, which is more in keeping with the railway line enhancements
which are currently being implemented;
� Provide seamless interchange between bus and rail; and
� Provide a local public transport hub, which provides key links between Parkside SRFI, Newton-le-
Willows and the wider City Region.
In order to realise the measure the full potential of the proposed upgrade the following objectives have
been set:
� Increase rail patronage at Newton-le-Willows;
� Improve the station environment scores as recorded as part of the National Passenger Survey;
� Increase the absolute numbers and the proportion of passengers who access the station by bus; and
� Reduce road congestion and longer-distance commuting by car into Liverpool and Manchester.
This provides a set of objectives which can easily be measured as part of the post-implementation
monitoring of the scheme.
2.6.2 Proposed Scheme
The proposed scheme at Newton-le-Willows involves:
� Increased car park provision (projected number of spaces, inclusive of blue badge spaces, is 440);
� Dedicated drop-off and pick-up point;
� Taxi facility;
� Bus interchange including 3 stands and lay-over bay;
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� Access/egress road junction safety improvements including introduction of controlled junction and
crossing point);
� Secure cycle parking;
� Step-free access to/from station and between platforms;
� Direct stepped and step-free between station facilities/platforms and bus interchange/car park;
� New ticket office at car park/bus interchange level including passenger information point, waiting area
and DDA compliant toilet;
� New platform passenger waiting facilities;
� Improved passenger information provision;
� DDA compliant toilet provision to serve north-side entry (existing entry point);
� Protection of existing Grade II Listed station building and identification of potential future use;
� Associated signage (strategic and internal);
� Review and enhancement of security provisions;
� Maintenance of Secure Station Accreditation status; and
� Achievement of Park Mark accreditation for car park element.
These features are indicated in the scheme plan in Figure 2.8 overleaf, with an indicative layout of the bus
interchange shown in Figure 2.9. Concept drawings, showing four different options for the new ticket office
and station improvements, are included as Figure 2.11 to Figure 2.14.
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Figure 2.8: Proposed scheme at Newton-le-Willows
Source: Merseytravel
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Figure 2.9: Preliminary layout of bus interchange
Source: Merseytravel
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Figure 2.10: Preliminary layout of car park at Newton-le-Willows
Source: Merseytravel
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Figure 2.11: Interchange concept drawing – Option A Figure 2.12: Interchange concept drawing – Option B
Source: Merseytravel Source: Merseytravel
Figure 2.13: Interchange concept drawing – Option C Figure 2.14: Interchange concept drawing – Option D
Source: Merseytravel Source: Merseytravel
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2.6.3 Benefits and Impacts
The scheme will result in improved accessibility both to/from, as well as within, the railway station. By
providing a fully accessible station the local railway network becomes accessible for all, enabling easier
access for passengers who are mobility impaired, are travelling with pushchairs or have heavy luggage. A
full refurbishment of the station to improve the amenity value will improve the passenger experience. Both
of these changes are likely to increase demand at the station. Improved access to and from the station
also contributes towards improved access to employment, education and leisure facilities in the larger
centres of Liverpool and Manchester.
The relocated bus stops will allow seamless interchange between modes, and potentially encourage
passengers to access the railway station by bus. It will also act as a public transport hub for the local area,
being a focus for public transport links to the proposed Parkside SRFI development. This is likely to
increase demand on local bus services, whilst those passengers currently accessing the station by bus are
likely to see small journey time benefits.
The expanded car park is likely to further enhance Newton-le-Willows’ status as a key park-and-ride
facility, especially for commuting trips to both Liverpool and Manchester. This is likely to increase rail
demand from Newton-le-Willows with a consequential reduction in traffic from the local area into the main
centres of Liverpool and Manchester. These reductions in longer-distance traffic are likely to be offset by
increased local traffic to and from the railway station.
2.6.4 Measures for Success
In line with the Treasury’s Magenta Book3 a monitoring and evaluation programme for the scheme has
been developed; this is discussed in further detail in Section 6.7. In general the measures of success will
be:
� Delivery to time, budget and specification;
� Increased patronage at Newton-le-Willows railway station;
� Increased use of park and ride at Newton-le-Willows railway station; and
� Increased use of public transport, walking and cycling to access Newton-le-Willows railway station.
These measures primarily make use of existing data sources, such as the National Rail Passenger Survey
(NRPS) and train count data. Some bespoke surveys may be required to supplement these data sources.
2.6.5 Impact of Not Changing
The electrification of the Liverpool-Manchester railway via Newton-le-Willows, together with Northern Hub
improvements provides the main impetus for a local station improvement scheme. Collectively, these
proposals will electrify the route with cascaded Electric Multiple Units (EMUs) replacing the current old
3 The Magenta Book: Guidance for evaluation, HM Treasury, April 2011
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Diesel Multiple Units (DMUs), provide journey time improvements and improved service patterns. In turn,
this step change in quality of service provision will provide an attractive travel option for both existing and
potential new rail users, generating additional demand for rail trips in the future.
The overall quality of the environment at Newton-le-Willows railway station is relatively poor, with low
levels of accessibility, with stepped access provided to both platforms from a poorly-lit subway. Whilst
there is an existing car park at the station this is located on the opposite side of the railway to the ticket
office and provides a barrier for mobility-impaired people as well as an unattractive and inconvenient route
for others. Whilst step-free access is available between the car park and station entrance, there is a
resulting impact on travel time compared to the stepped-access option.
Whilst accessibility to and through the station continues to be poor, with no step-free access, people with
mobility issues will continue to make fewer trips by rail. This will continue to affect their ability to access
the wider City Region together with its’ employment, leisure and educational opportunities.
There is little integration between the local bus stops on Southworth Road and Mill Lane and the railway
station itself, with poor quality pedestrian routes connecting these with little signing with basic facilities
provided at the bus stops, especially on Mill Lane.
The railway line and services operating through Newton-le-Willows are due to be upgraded by December
2018. Without further development of the station interchange and access points both within and to the
station, the benefits derived from these service enhancements is likely to limit the increase in potential
patronage.
Other local developments in the area also have an impact on the station in terms of potential to generate
new use of the station and rail services. In particular, the Parkside Strategic Railfreight Interchange (SRFI)
scheme, which is located to the south-east of Newton-le-Willows, represents one of the most significant
development sites within St Helens Borough, which once developed will increase the importance of
Newton-le-Willows railway station as a hub from which to access the site. This needs to be of a sufficient
standard to encourage people to access the area by public transport.
2.7 Option Appraisal
Four options were identified in an Option Appraisal Report, completed in April 2014, and these are
presented below. The full Option Appraisal Report is included for completeness as Appendix A. It should
be noted that in the intervening period between issuing the Option Appraisal Report and developing the
Outline Business Case a further land parcel has been identified which has the potential to be used as a car
parking area. This explains the differences in number of car parking spaces for the preferred option
(identified in Figure 2.8 above) and the three options which are discussed below.
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2.7.1 Do Nothing
This offers no improvement over the current situation. As a result the accessibility problems at Newton-le-
Willows would remain with stepped access from the subway to the platforms and unattractive approaches
to the station provided from both the south and northern sides of the facility. The distance between the car
park and station entrance would remain as it is with stepped access and a short walk involving ‘doubling
back’ under the railway line.
Bus stops would be maintained at the current locations with little integration and connectivity to the station
itself, and there will be limited capacity at the existing stops to cater for future enhancements and
additional services resulting from other developments proposed in the local area (such as that resulting
from the Parkside development). Potentially this would contribute towards increasing local traffic
congestion, with buses stopping to pick-up / set-down in the carriageway of Mill Lane. This would be less
of an issue on Southworth Road where bus lay-bys are provided and vehicles are segregated from general
traffic.
2.7.2 Option 1
This option would provide a new step-free station, accessed from the south side of the railway line. A new
booking office would be provided adjacent to the existing car park, with lifts to a new, better quality
subway. The subway environment would be improved, with appropriate lighting, an even level surface and
contrasting hand rails.
The new ticket office would be located within the land labelled ‘B’ in Figure 2.15 below. Note that the
existing station car park is currently located on site ‘A’. Enhancements could be made to the existing car
park, including provision of spaces for blue badge holders near to the ticket office entrance, provision of
CCTV for security and upgrading to Park Mark4 standards.
4 Aimed at reducing crime and the fear of crime. Awarded to facilities meeting requirements of a Police risk assessment
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Figure 2.15: Option Appraisal – land proposed for use for bus interchange and car park
Source: Merseytravel
The existing station building would be released for other uses, with the current subway being closed off.
The old station building has the potential to be used for commercial purposes with the existing car parking
and access road maintain for its sole use.
2.7.3 Option 2
This option would provide a new bus (multi-modal) interchange on the south side of the railway on the site
of the existing car park (labelled ‘A’ in Figure 2.15 above). The car park would be extended by 300 spaces
(onto site ‘B’ in Figure 4.1) and be constructed to Park Mark standards, but no improvement to the existing
station facilities would be provided. Enhanced cycle facilities would be provided in the form of secure cycle
shelters, with new provision for motorcycle parking. Pick-up / drop-offs would still be permitted at the main
entrance to the railway station, close to the limited number of blue badge parking spaces at that location.
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This would result in the car park and bus interchange being on the south side of the railway station.
Access to the station would continue to be from the north side, necessitating a short walk using several
flights of steps to reach the ticket office and station entrance. The existing subway and the stairs to access
the platforms would also be maintained.
2.7.4 Option 3
This option would seek to maximise the benefits at Newton-le-Willows by providing a new bus interchange,
extended car park and step-free access throughout. This essentially provides an amalgamation of Option
1 and Option 2.
A new bus interchange and extended car park would be provided on the south side of the railway line – as
illustrated previously in Figure 2.8. A new ticket office would be provided adjacent to the new bus
interchange on the south side of the railway on the site of the existing car park. The car park would be
expanded to include 440 spaces and include spaces for blue badge holders, with the existing blue badge
parking relocated from outside the existing station entrance.
Enhanced cycle facilities would be provided in the form a secure cycle shelter, with new provision for
motorcycle parking. A pick-up / drop-off area for both taxis and general traffic would be provided as part
of the new interchange and car park.
2.7.5 Summary
An assessment of the schemes against these issues is provided in Table 2.13 below.
Table 2.13: Addressing the issues – which schemes solve which problems
Step—free DDA compliant
access
Improved pedestrian
access
Improved interchange
Improved environment and security
Do Nothing � � � �
Option 1 � � � �
Option 2 � � � �
Option 3 � � � �
Source: Mott MacDonald
This shows that in order to alleviate the identified problems the Do Nothing is not viable; it offers no
improvement over the current situation.
Of the other options, both Option 1 and Option 2 only offer partial solutions, whereas Option 3 would
provide improvements across all four areas. In terms of addressing the issues it is clearly the preferred
option.
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2.8 Strategic Fit
This section provides a brief overview of how the scheme fits with the vision and policies contained with
national, regional and local plans.
2.8.1 National Policies
Central Government policy has had a clear focus on transport and economic growth in recent years. The
Newton-le-Willows scheme provides a strategic fit with many of these policies through improving access by
rail to the City Region and the wider area, thereby improving access to the wider employment market.
Transport
The National Transport Strategy states that transport investment should support private sector investment
and support a rebalanced economy to ensure sustainable prosperity for all. In addition, the White Paper
Creating Growth, Cutting Carbon (2011) sets out a vision for:
“A transport system that is an engine for economic growth but one that is also greener and safer and
improves quality of life in our communities”
This is particularly relevant to Newton-le-Willows which provides access to, and supports the development
of the employment site at Parkside SRFI.
There are also a number of national policies which relate to improving accessibility to, and integration of
public transport, especially for the mobility impaired. These include:
� Transport for everyone: an action plan to improve accessibility for all; and
� Door to door: a strategy for improving sustainable transport integration.
The accessibility improvements, through step-free access, and integration of the bus and rail services into
a single interchange at Newton-le-Willows contributes to both of these policies.
Economic Growth
Economic growth is one of the main drivers of National Government policy. The Plan for Growth (2011) set
out the Government’s economic policy objective:
“To achieve strong, sustainable and balanced growth that is more evenly shared across the country and
between industries”
One of four key ambitions stated within the Plan for Growth (2011) is to encourage investment and exports
as a route to a more balanced economy. In addition, the National Planning Policy Framework recommends
that plans address barriers to investment, promote accessible development and exploit opportunities for
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the use of sustainable transport. The scheme supports this through being an integral part of the Parkside
SRFI development.
2.8.2 Regional Policies
A number of regional transport and economic growth policies have been reviewed, relating both to
Merseytravel and the Liverpool City Region with policies regarding both transport and economic growth.
Merseytravel Corporate Plan
The Corporate Plan details the vision as follows: “Move the Liverpool City Region forward by striving to
deliver a world class transport network”. This is supported by a mission statement and specific themes.
The mission is “to improve the social, environmental and economic wellbeing of the Liverpool City Region,
by leading the delivery of the Local Transport Plan and enabling an integrated transport system that is high
quality, customer focussed and provides value for money”.
In terms of particular themes, the scheme provides a positive fit with the following:
� Embed transport in key City Region Developments;
� Improving connectivity within the City Region and our immediate boundaries;
� Review and develop a growth plan for integrated local rail services for 2014-2019; and
� Develop a long term integrated rail strategy for future infrastructure investment for the City Region.
The proposed accessibility and interchange improvements specifically support these themes of
Merseytravel. By improving access to all and integration between transport modes at Newton-le-Willows
accessibility to and from the local area is improved, particularly to the rest of the Liverpool City Region and
the wider local employment areas.
Transport
Transport is fundamental to the LCR’s ambitions to develop the City Region into a globally competitive
freight and logistics hub. The LCR Strategic Economic Plan (SEP, 2014) promotes good transport
connectivity as essential for the quality of life and economy of the City Region. Moreover, the LCR Growth
Deal with Central Government confirms the priority to put transport at the heart of economic development
through increased investment to support the creation of jobs.
This is particularly relevant at Newton-le-Willows, which will provide key public transport linkages into the
proposed Parkside SRFI.
The third Local Transport Plan sets out the improvement plans for Merseyside travel between 2011 and
2024. The vision is to create a low carbon city, where sustainable transport is the mode of choice and
contributes to the economy and wellbeing of residents. The six goals of the plan are:
� To help create the right conditions for sustainable economic growth by supporting the priorities of the
Liverpool City Region, the Local Enterprise Partnership and the Local Strategic Partnerships;
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� Provide and promote a clean, low emission transport system which is resilient to changes to climate
and oil availability;
� Ensure the transport system promotes and enables improved health and wellbeing and road safety;
� Ensure equality of travel opportunity for all, through a transport system that allows people to connect
easily with employment, education, healthcare, other essential services and leisure and recreational
opportunities;
� Ensure the transport network supports the economic success of the city region by the efficient
movement of people and goods; and
� Maintain our assets to a high standard.
Again, the scheme at Newton-le-Willows fits neatly with many of these objectives. In particular, economic
growth at Parkside, use of public transport and a fully accessible public transport system available to all
are supported by the scheme.
Economic Growth
The LCR’s Strategic Economic Plan indicates that there is a 90,000 deficit in jobs in the City Region that
needs to be addressed. A key goal of the LCR Employment and Skills Strategy is to reduce worklessness
by providing opportunities for people to move into work. To achieve this, the strategy indicates that more
weight will be given to projects and interventions which grow the number of jobs.
Economic growth is central to LCR policy. The LCR SEP states the overarching goal for the City Region is
to produce a step change in the scale of enterprise and business activity, to expand the business base and
accelerate economic growth. This is broadly supported by the scheme at Newton-le-Willows with its
emphasis on providing linkages to the Parkside SRFI site and providing access for all to the railway
network and thus the wider employment market in Liverpool, Manchester and the surrounding area.
2.8.3 Local Policies
St Helens Local Development Framework
The Local Development Framework sets out the vision for St Helens in 2027, whilst also setting out the
high level aim and objectives contained in the St Helens Plan 2011-14. This plan was adopted and forms
both the Sustainable Community Plan and the Council’s Corporate Plan. The high level aim is to make St
Helens “a modern distinctive, economically prosperous and vibrant Borough”, through the following
objectives:
� Improving People’s Lives;
� Creating a Better Place; and
� Delivering Effectively Together.
The third objective refers to providing a cleaner, greener and accessible place. This is directly supported
by the proposed improvements at Newton-le-Willows, which particularly targets accessibility to the railway
network for the mobility impaired.
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Growth Strategy
The St Helens City Growth Strategy identifies four main themes, namely:
� A – Transforming the business base;
� B – Transforming ambition;
� C – Physical transformation; and
� D – Transforming perceptions.
Under these headings there are 15 action areas, of which C4: Maximising Connectivity is the most relevant
to Newton-le-Willows. A list of specific schemes is provided in the document, including raising awareness
of integrated public transport and provision of park and ride schemes at local railway stations. The
perception of the local area is also likely to change once the railway station is upgraded, with the currently
uninviting station environment transformed into an up-to-date transport facility.
2.8.4 Policy Summary
The strategic fit of the scheme with national, regional and local policies is summarised in Table 2.14 below.
This includes a Red Amber Green (RAG) assessment of the scheme against various identified objectives
and policies.
Table 2.14: Strategic fit of scheme with national, regional and local polices
Policy Key Extracts Strategic Fit
National Policy
Plan for Growth 2011 To achieve strong, sustainable and balanced growth that is more evenly shared across the country and between industries
Creating Growth, Cutting Carbon: Making Local Transport Happen
Vision for a transport system that is an engine for economic growth but is also greener and safer and improves quality of life in communities
Make travelling on foot, by bike and on public transport more attractive
Enabling choice and providing better information
Reduce emissions and the carbon impact of journeys
Investment in new projects that promote green growth
Increasing fairness and social mobility
National Planning Policy Framework
Presumption in favour of sustainable development
Building a strong, competitive economy
Ensuring the vitality of town centres
Supporting a prosperous rural economy
Promoting sustainable transport
Supporting high quality communications infrastructure
Delivering a wide choice of high quality homes
Requiring good design
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Policy Key Extracts Strategic Fit
Promoting healthy communities
Protecting Green Belt land
Meet the challenge of climate change and flooding
Conserving and enhancing the natural environment
Conserving and enhancing the historic environment
Facilitating the sustainable use of minerals
Door to Door: a strategy for improving sustainable transport integration
Make connections between different steps in the journey, and different modes of transport, easier
Providing better interchange facilities
Transport for Everyone: an action plan to improve accessibility for all
To deliver better access to jobs and key services through an accessible and socially inclusive transport system, by removing the barriers to travel and ensuring that social impacts are addressed in policy development and service delivery
Equality Act 2010
To take reasonable steps to remove physical features which place disabled at a substantial disadvantage compared to those who are not disabled by:
a) removing the feature;
b) altering it; or
c) providing a reasonable means of avoiding it.
National Transport Strategy: ‘Transport an Engine for Growth’
Make public transport an easier option for everyone and invest in walking and cycling
Support a rebalanced economy to ensure sustainable prosperity for all
Support jobs, strengthen the supply chain and help position the UK as a global leader for transport and innovation
Sub National Policy
LCR – Local Enterprise Partnership
Knowledge Economy Plan
Low Carbon Economy Action Plan 2011-2015
Superport Action Plan 2011-2020
Visitor Economy Strategy to 2020
Merseyside Local Transport Plan
Sustainable Economic Growth
Clean, low emission transport system
Improved health, well-being and road safety
Equality of travel opportunity for all
Efficient movement of people and goods
Maintain assets to highest standard
Enhancing cross-Mersey linkages
Strategic Economic Plan (SEP)
Economic growth
Increased productivity
Rebalanced economy
Liverpool City Region Growth Deal Freight and Logistics hub
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Policy Key Extracts Strategic Fit
Superport
Mersey Gateway
Economic Review
Address underlying levels of employment
Achieve an economically active population on a par with the UK pre-recession
LCR Employment and Skills Strategy and Commissioning Framework
Accelerate growth
Halving number of deprived wards in LCR which are within England’s worst 10%
Liverpool City Region Deal with Government
Increase employment
Place transport at the heart of economic development
Harness LCR’s science and knowledge assets
Local Policy
St Helens Corporate Plan
St Helens Local Plan Core Strategy
St Helens Sustainable Community Plan 2008-2018
Economic development and enterprise
Healthier communities and older people
Communities and neighbourhoods
Safer communities
Children and young people
St Helens City Growth Strategy 2008-2018
A Transforming business base
B Transforming ambition
C Physical transformation
D Transforming perceptions
C4 Raising awareness of integrated public transport
C4 Park and Ride schemes at local stations
Strategic Fit with Newton-le-Willows Interchange
Strong strategic fit with policy
Neutral / minimal strategic fit with policy
Negative strategic fit with policy
2.9 Political Support for the Scheme
Newton-le-Willows was included as part of a package of measures for the Liverpool City Region. This was
announced by the Chancellor of the Exchequer on 3 July 2014 and is designed to “support the city’s
science and transport infrastructure” and to provide “greater connections between Liverpool and
Manchester”. The whole package forms part of a range of measures designed to develop a ‘Northern
Powerhouse’ in trying to rebalance the country’s economy, providing a counter-weight to London and the
South East of England.
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In addition to this announcement, Merseytravel are taking the project forwards as part of this funding
submission. The project supports, and is mentioned in a range of regional and local policies and plans as
detailed in Section 2.8 above.
Statements were made by the Chair of Merseytravel, Councillor Liam Robinson, and the leader of St
Helens Council, Councillor Barrie Grunewald, at the time of the Chancellor’s announcements, both in
support of the scheme.
Councillor Robinson said: “Improvements to Newton-le-Willows station will boost the benefits of
electrification that will see journeys from Liverpool to Manchester in as little as 30 minutes. It will also
support the development at Parkside”.
Councillor Grunewald said: “This is a crucial element in our plans to create thousands of new jobs at
Parkside….it will also open up massive new opportunities for the people of St Helens who either work – or
want to work – in Manchester and Liverpool. The current programme to electrify the Manchester to
Liverpool railway line will cut journey times – and the new bus links will make it easier for people to access
the line”.
Network Rail’s North West Route Utilisation Strategy May 2007 identifies the development of Newton-le-
Willows station as an interchange as a solution to the gaps of connectivity and station facilities and car
parks5. The scheme is identified as Option 6 on the Chat Moss Corridor as to “develop Newton-le-Willows
as an interchange with improved station facilities and car park”. This support was reaffirmed in the
Northern Route Utilisation Strategy in May 2011.
Northern Rail, the current Station Facility Operator (SFO), have indicated that they support the
development of the scheme. They have provided a letter of support to Merseytravel, which is included as
Appendix B.
2.10 Conclusions
5 Section 5: Gaps and Options: 5.3.10 Chat Moss Corridor
The improvements at Newton-le-Willows are designed to contribute to specific local and regional
policies; it is an important element in the development of the Parkside SRFI site to the south, and the
improved station will act as a public transport hub for the site. The station will be transferred into a
hub which is accessible to all; this will improve access from the local area to the wider employment
market in the City Region, Manchester and beyond.
The scheme builds on recent station improvement schemes at other stations within Merseyside, and
seeks to maximise the benefits created by the current improvements to the Liverpool-Manchester
railway line, which includes electrification, faster journey times and an improved service offering.
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3.1 Introduction
The Economic Case assesses options to identify all of their impacts, and the resulting value for money, to
fulfil HM Treasury’s requirements for appraisal and demonstrate value for money in the use of taxpayers’
money. In line with HM Treasury’s appraisal requirements, the impacts considered are not limited to those
directly impacting on the measured economy, nor to those which can be monetised. The economic,
environmental, social and distributional impacts of the proposal are all examined using qualitative,
quantitative and monetised information. In assessing value for money, all of these are consolidated to
determine the extent to which a proposal’s benefits outweigh its costs.
The economic appraisal has been tailored to reflect the needs of the Outline Business Case and is
discussed under the following headings:
� Demand forecasts;
� Methodology;
� Assumptions;
� Appraisal Results;
� Social and Distributional Impacts;
� Environmental Impacts;
� Wider Economic Impacts;
� Appraisal Summary Table;
� Analysis of Monetised Costs and Benefits;
� Value for Money Statement;
� Sensitivity Tests;
� Previous Analysis; and
� Conclusion.
3.2 Demand Forecasts
3.2.1 Do Minimum Forecasts
The baseline demand at Newton-le-Willows has been derived using the demand matrix which has been
developed for the Liverpool City Region Long Term Rail Strategy (LCRLTRS). This matrix takes account
of zonal tickets valid in Merseyside, and includes an estimate of station-station journeys made on these
tickets. In addition, we have included elements of the Rail North matrix which accounts for area tickets in
Greater Manchester. This includes a small number of journeys on Greater Manchester Wayfarer tickets
which are valid to and from Newton-le-Willows.
Base demand in the matrix is split by origin/destination and by ticket type. Base year demand is
summarised in Table 3.1.
3 Economic Case
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Table 3.1: Base demand (2011/12) at Newton-le-Willows (rounded to nearest hundred)
Origin/Destination Total Demand % of Demand
Manchester Stations6 317,900 55.6%
Liverpool Stations 111,200 19.5%
Chester 16,300 2.9%
Huyton 16,100 2.8%
Eccles 11,600 2.0%
Wavertree Technology Park 10,300 1.8%
Warrington Stations 8,600 1.5%
St Helens Junction 7,100 1.2%
Llandudno Junction 5,000 0.9%
Rainhill 4,800 0.8%
The Rest 62,700 11.0%
Total 571,600
Source: LCRLTRS and Rail North Demand Matrix, 2011/12
This shows that demand to/from Newton-le-Willows is dominated by a small number of movements, the
largest being those to/from Manchester and Liverpool. The top ten movements from the station account
for nearly 90% of total demand.
In addition to demand in the base matrix, a number of other factors have been considered as part of the Do
Minimum scenario. These relate to service enhancements planned along the Liverpool-Manchester
railway line and proposed land use developments in the vicinity of Newton-le-Willows railway station. This
is summarised in Figure 3.1 below, with further details in Appendix C.
Figure 3.1: Do Minimum demand forecasting process
Source: Mott MacDonald
Service Enhancements
The Chat Moss route is currently being electrified at 25kV between Liverpool Lime Street and Manchester.
The Manchester-Earlestown section is now completed and the Earlestown-Liverpool section is scheduled
6 Note ‘stations’ indicates groups of stations – Manchester includes Deansgate, Piccadilly, Oxford Road and Victoria; Liverpool
includes Central, James Street, Lime Street and Moorfields; Warrington includes Bank Quay and Central.
Base Matrix
LCRLTRS a nd Rail North
demand matrix 2011/12
Opening Year
Do Minimum
Demand forecast
Parkside SRFI Trips
Jobs forecasts, TRICS
Service enhancements
PDFH5 B4.5 elasticity
McFalls Housing Trips
TRICS
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for completion in December 2014. This together with line speed improvements and increased capacity by
doubling the line from two to four tracks between Huyton and Roby will result in a step-change in service
quality and passenger benefits along the route. In addition, plans for the Northern Hub show that
additional services will run between Liverpool and Manchester calling at Newton-le-Willows.
Uplift factors for both journey time and frequency have been used to grow the base year demand matrix in
order to produce a Do Minimum scenario, including the Northern Hub developments identified above. The
elasticity approach suggests an increase of 49,800 single journeys per annum in 2018 at Newton-le-
Willows as a result of the service enhancements.
Future Development at Parkside SRFI
Previous documents submitted in support of the Parkside application have identified that the site will
generate 8,000 new jobs. In order to develop trip rates from the site we have referenced the TRICS
database to develop an appropriate public transport trip rate. We have then distributed trips across the
network using a simple gravity model, and removed demand to those destinations which are assumed to
use bus (e.g. Warrington, which has a direct bus service to Parkside).
The results of the gravity model suggest that 11,000 single journeys per annum in 2018 at Newton-le-
Willows will be generated by the Parkside development. Base year demand has been uplifted using these
projections, with the additional journeys distributed using the gravity model then assigned to the most
appropriate station to station journey in the demand matrix.
Future Development at the McFalls site
We have also accounted for additional demand from the McFalls site, adjacent to the railway station which
is currently being developed for housing. This was calculated with reference to surveys in the TRICS
database for housing sites close to railway stations. The site is to contain 25 new houses, and applying
the trip rate suggests a total of less than one trip per day from the site and an annual figure of 200 single
journeys per annum in 2018. These journeys have been distributed across all movements from Newton-
le-Willows in accordance with their proportion of journeys in the demand matrix.
Demand Summary
A summary of calculated Do Minimum demand is shown in Table 3.2.
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Table 3.2: Forecast Do Minimum demand at Newton-le-Willows in 2018
Annual Demand
Base demand from Do Nothing (factored to 2018) 565,600
Timetable impacts – induced trips 49,800
Parkside development – new trips 11,000
McFalls development – new trips 200
Do Minimum base year demand 632,100
Source: Mott MacDonald
3.2.2 Do Something Forecasts
In order to forecast demand in the Do Something scenario we have made reference to the rail industry
standard Passenger Demand Forecasting Handbook (PDFH). This treats some improvements as
Generalised Journey Time (GJT) changes with demand uplifts applied using an elasticity model. For other
changes a simple, percentage demand uplift is applied.
In the Do Something scenario we have considered the following:
� Station enhancements;
� Park and Ride enhancements;
� Bus interchange improvements; and
� Demand increases arising from reduced walk times.
The methodology is summarised in Figure 3.2 below, with further details supplied in Appendix C.
Figure 3.2: Do Something demand forecasting methodology
Source: Mott MacDonald
Station Enhancements
To calculate the demand changes as a result of the station enhancements we have made reference to
TAG Unit A5.3 Rail Appraisal. This identifies that current guidance suggests that station improvements
should not apply to “people travelling in the course of work” – i.e. business users. We have also
referenced PDFH5 Table B8.1 which gives uplifts to demand to account for new retail facilities and security
upgrades. As part of this we have assumed that the retail benefits only apply to journeys originating at
Newton-le-Willows. Note that there is no specific uplift to account for making the station fully accessible;
changes to the subway environment are accounted for within the uplift for security.
Station enhancements
PDFH5 B4.5
Park & Ride expansion
PDFH5 B10.3
New Bus Interchange
PDFH5 B10.4
Reduced walk times
PDFH5 B4
Opening Year
Do Something
Demand forecast
Opening Year
Do Minimum
Demand forecast
Abstraction
PDFH4 B6.5
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The results of this suggest an additional 48,100 single journeys per annum in 2018 at Newton-le-Willows
will be generated by the improvements at the station.
Park and Ride Enhancements
To calculate the demand impacts of the expanded park and ride facilities we have referenced PDFH5
Table 10.3. This identifies various improvements as a time saving, which can then be subject to the
appropriate journey time elasticity. We have applied the appropriate elasticity to those journeys which
involve car access to Newton-le-Willows, and this results in an additional 49,800 single journeys per
annum in 2018.
Bus Interchange Improvements
Improvements to bus and rail interchange facilities are applied using GJT elasticities identical to that for the
park and ride improvements. PDFH5 Table 10.4 identifies the various improvements as a time saving.
The appropriate elasticity has been applied to the time saving, and the uplifts applied to the 4.3% of trips at
Newton-le-Willows that access the station by bus; we have also applied this saving to all journeys at
Newton-le-Willows which are generated through the Parkside development (i.e. those using rail to Newton-
le-Willows and then transferring to the shuttle bus to Parkside). Using these assumptions it is estimated
that 1,600 single journeys per annum in 2018 will be generated by providing a bus/rail interchange.
Reduced Walk Times
Provision of a new, additional station entrance on the southern side of the railway line will also benefit local
walk-up demand from southern Newton-le-Willows. We have assumed that demand on the south side of
the railway represents 36.1% of walk-up demand, derived from the 2014 mode split surveys. We have
assumed a four minute journey time saving based on average distance to the station and a travel time
(weighted by two following guidance contained in TAG Unit A1.3). No time saving is assumed for walk-up
demand from the north, as a similar walking distance is required to access the platforms via the entrance
on the north side of the railway.
Applying the appropriate access time elasticities suggests that 4,600 single walk-up journeys per annum
in 2018 will be generated at Newton-le-Willows as a result of providing the new station entrance.
Abstraction from Earlestown
An assessment of likely demand abstraction from Earlestown has also been undertaken. This looks at car
drivers only, and considers the improved attractiveness of the station environment and car park at Newton-
le-Willows. A simple generalised cost logit model has been used to look at the attractiveness of both
Earlestown and Newton-le-Willows for those who currently drive to Earlestown.
This has been undertaken for the Do Minimum situation, without station improvements at Newton-le-
Willows, and with the station improvements and expanded car parking facilities in place. It uses the
methodology outlined in PDFH4 section B6.5. Using this methodology suggests that 3,400 single drive-
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up journeys per annum in 2018 will switch from using Earlestown to use the enhanced park and ride
facility at Newton-le-Willows.
Demand Summary
A summary of calculated Do Something demand is shown in Table 3.3.
Table 3.3: Forecast Do Something demand at Newton-le-Willows in 2018
Annual Demand
Do Minimum demand 632,100
Station Enhancements 48,100
Park and Ride Enhancements 49,800
Bus Interchange Improvements 1,600
Reduced Walk Times 4,600
Abstracted from Earlestown 3,400
Do Something demand 739,500
Source: Mott MacDonald
3.3 Economic Appraisal Methodology
3.3.1 User Benefits
User benefits take the form of time savings. These are relatively simple to calculate and involve a
comparison of the ‘before’ and ‘after’ situation to show the gain for each relevant origin-destination pair.
An adjustment is then applied such that existing rail passengers are assumed to enjoy the full benefit of
that time saving, but new passengers attracted to the railway as a result of the improvement are assumed
to enjoy half of the total minutes saved7.
Standard monetary values for different journey purposes (detailed in the TAG data book A1.3.1) are then
applied for each year to convert the number of minutes saved into a financial value according to the
purpose of the journey concerned. Values of time are also assumed to grow in line with forecasts included
in the TAG data book A1.3.2 (dated May 2014).
For Newton-le-Willows we have assessed the benefits to the following user groups:
� Demand increases associated with station facilities, such as security and improved retail facilities;
� Park and Ride benefits associated with improved car park and reduced walking time between the car
park and station entrance;
� Bus Interchange benefits associated with easier interchange and reduced walking time between bus
stops and station entrance; and
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� Walking benefits associated with reduced journey time for walk-up demand from the south side of the
railway line.
3.3.2 Non-User Benefits
Non-user benefits come under two main categories; time savings to road users as a result of road
decongestion (itself a result of some road traffic diverting to rail), and reductions in the social cost of car
use – again a result of road traffic diverting to rail. These are referred to as Marginal External Costs
(MEC), and the following elements have been counted according to valuations contained in the TAG data
book A5.4:
� Road accidents;
� Greenhouse gas emissions;
� Local air quality;
� Road traffic noise; and
� Road infrastructure repairs.
External costs of car use resulting from the demand increase of the scheme have been applied, with net
decongestion benefits and indirect tax costs calculated as the difference between those additional
passenger kilometres abstracted from car trips to rail journeys, and those lost by additional car kilometres
as a result of those trips accessing the station. It also includes the additional distance between Earlestown
and Newton-le-Willows stations for demand which switches stations as a result of the intervention. The
resulting change in vehicle kilometres is shown Table 3.4.
Table 3.4: Change in vehicle kilometres as a result of the scheme, 2018
Distance per journey (km) Annual distance (km)
Reduced distance (origin-destination) 29.53 942,502
Increased distance (origin-station) 5.94 178,163
Abstraction - increased distance (Earlestown-Newton-le-Willows)
2.74 6,446
Net change -16.07 -757,892
Source: Mott MacDonald and TAG data book A5.4.2
This assumes that 44% of new users to rail formerly drove from their origin to destination, but now drive
from their origin to the station. This is contained within Appendix C of TAG Unit A5.4 Marginal External
Costs. We have used this figure as we have forecast the change in trip numbers rather than a change in
train kilometres.
The average distance per journey has been calculated with reference to the top ten rail journeys from
Newton-le-Willows; average distance has been weighted by demand to produce a similar figure for an
average car journey. The increased distance between origin and station has been calculated using data
obtained from surveys undertaken by Merseytravel in 2009 for Earlestown and 2014 for Newton-le-
Willows. Similarly, for the abstracted demand for Earlestown we have assumed an increase of 2.74 km
per journey, which is the distance between the stations at Earlestown and Newton-le-Willows.
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3.3.3 Exclusions
We have excluded the following from the benefit calculation:
� Demand changes resulting from changes in rolling stock and crowding; and
� Modal shift changes as a result of station access mode choice.
3.3.4 Summary
A summary of the various sources of the costs and benefits of the scheme are shown in Figure 3.3 below,
with further details provided in Appendix C.
Figure 3.3: Sources of benefits of the scheme
Source: Mott MacDonald
3.4 Assumptions
The business case methodology has followed the guidance contained in the Government’s web-based
transport appraisal guidance (TAG) for railway appraisal, primarily contained within TAG units A1.1 Cost
Benefit Analysis and A5.3 Rail Appraisal. This has led to the following assumptions being applied:
� Base Forecast Year: 2012
� Scheme Opening Year: 2018
� Appraisal Period: 60 years
� Demand Growth Cap: 2034, 20 years from current year
� Price Base: 2010 market prices
� Discounting: 3.5% per year for 30 years then 3.0% per year thereafter
Journey Time Savings Marginal Economic CostsIncreased Revenue
• Park and Ride benefits,
including abstraction
• Bus interchange benefits
• Walk time benefits
• Station facility improvements
• Park and Ride benefits
• Bus interchange benefits
• Walk time benefits
• Station facility improvements
• Park and Ride benefits
• Bus interchange benefits
• Walk time benefits
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We have also used a ramp-up factor for demand, revenue and benefit calculations, based upon evidence
contained in the rail industry standard Passenger Demand Forecasting Handbook (PDFH) in Table B12.1
of PDFH5. This assumes that not all demand, revenue and benefit will accrue in the opening year of the
scheme, taking into account lag effects and people changing their behaviour over a period of time.
For the purposes of the appraisal we have assumed the following (which takes account of the different trip
purposes):
� Year 1 – 69.7% of demand, revenue, and benefits realised in the opening year;
� Year 2 – 93.5% of demand, revenue and benefits realised;
� Year 3 – 100% of demand, revenue, and benefits realised; and
� Thereafter – 100% of demand, revenue, and benefits realised.
Future year demand forecasts have been calculated by taking the 2012 base year demand forecasts and
applying the relevant underlying growth factors using elasticities specified in PDFH, as shown in Table 3.5.
Table 3.5: Data sources and elasticities used in growth forecasts
Data source Elasticity source
Population TEMPRO 6.2 PDFH5 Table B1.5
Employment TEMPRO 6.2 PDFH5 Table B1.5
GDP per Capita TAG Data Book Annual Parameters (May 2014) PDFH5 Table B1.5
Rail Fares RPI+1% per annum, except 2014 and 2015 which grow at RPI
PDFH4 Table 3.4
Car Ownership TEMPRO 6.2 PDFH5 Table B2.5
Car Fuel Prices TAG Data Book M4.2.2 (May 2014) PDFH5 Table B2.5
Source: Mott MacDonald
Car ownership, population and employment statistics (taken from planning data) have been sourced from
TEMPRO v6.2 based on a study area incorporating the districts of St Helens, Warrington and Wigan as a
representation of the catchment area of the station. TEMPRO data has been extracted for the 2012-2041
period.
GDP and car fuel price figures have been sourced from the May 2014 version of the TAG Data Book
(Annual Parameters and Tables A1.3.7 and A1.3.9). Note that TAG Unit M4 Forecasting and Uncertainty
states that in 2012 the GDP deflator was altered to use the CPI measure of inflation rather than RPI as
previously. It recommends that “it may be necessary to reduce the forecasts of GDP growth by 0.2
percentage points to account for the difference between deflators” and we have reduced the percentage
GDP growth per annum by 0.2% to take this into account.
This data has been used to calculate a combined annual growth forecast from 2012 to 2018 (opening year)
and each year until 2077 to allow for a 60-year appraisal period. Demand growth has been capped in
2034, 20 years beyond the current year for all growth factors in accordance with guidance contained within
TAG Unit A5.3.
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The Liverpool City Region Long Term Rail Strategy matrix does not include revenues. In order to calculate
revenues per journey we have extracted revenues from the Rail North matrix for the top ten movements by
ticket types. For other movements we have calculated average revenue per journey from the Rail North
matrix. Average revenue per journey figures have been calculated for all journeys and have then been
applied to the new to rail demand forecasts.
Rail fares are assumed to rise as follows:
� 1% above the rate of inflation (measured by RPI) for 20138;
� At RPI for 20149;
� At RPI for 201510
; and
� 1% above RPI from 2015 capped 20 years from now to mirror the cap on demand growth.
There is little further guidance on forecast changes in rail fares, either in the TAG data book of from policy
announcements. This growth has been applied to revenue in addition to the demand growth factor
highlighted earlier.
The use of TEMPRO growth rates for the core scenario is specified in TAG Unit M4 Forecasting and
Uncertainty. However it is noted that TEMPRO forecasts are known to underestimate population growth in
the Liverpool City Region; to address these concerns a sensitivity test using growth forecasts developed
for the City Region Long Term Rail Strategy, so called LEP forecasts, has been undertaken.
3.5 Appraisal Results
From the above benefits and cost data (see section 4.8) the monetary values resulting have been reduced
to a common base (2010 prices), costs have been converted from factor prices to market prices, and
discounted for the 60-year appraisal to 2010 values.
3.5.1 Transport Economic Efficiency
The appraisal shows that the park and ride expansion and provision of a bus interchange with new station
access will produce journey time benefits. In line with guidance contained within TAG Unit A5.3 we have
included new revenue in the Transport Economic Efficiency (TEE) table; Unit A5.3 states that extra
revenue accrues to private sector providers, which is negated by a change in the revenue transfer line.
The completed TEE table is included in Appendix D. The overall Present Value of Benefits (PVB)
contributed by TEE is £25.033 million (2010 prices, discounted to 2010).
8 Railways: fares SN1904, House of Commons Library (Jan 2014) and Autumn Statement 2013 Cm8747, HM Treasury (Dec 2013)
9 https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/263942/35062_Autumn_Statement_2013.pdf
10 https://www.gov.uk/government/news/government-extends-freeze-on-rail-fares-to-2015
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3.5.2 Public Accounts
The impact on public accounts is a cost to the broad transport budget of £8.227 million (2010 prices,
discounted to 2010). A major contribution to this is the change in revenue, which TAG Unit A5.3 states
should be reflected in the Central Government revenue transfer line in the Public Accounts table.
As a result of marginal economic costs and reductions in the use of car, there is a loss of £1.526 million
(2010 prices, discounted to 2010) in Indirect Tax Revenues for Central Government. There are also minor
benefits to Local Government resulting from marginal economic costs accrued through reduced
maintenance on local roads as a result of mode shift from road to rail.
The completed Public Accounts table is shown in Appendix E.
3.6 Social and Distributional Impacts
3.6.1 Social Impacts
As part of TAG social impacts of the scheme are covered by guidance within TAG Unit 4.1. This outlines
the requirements for a social impact appraisal which covers the human experience of the transport system
and its impact on social factors. This is additional to those considered within the economic and
environmental impact areas of TAG. Each social impact is assessed as part of the appraisal and an
assessment entered into the Appraisal Summary Table (AST).
The eight social impacts are:
� Accidents;
� Physical Activity;
� Security;
� Severance;
� Journey Quality;
� Option and Non-use Values;
� Accessibility; and
� Personal Affordability.
The full appraisal, provided as Appendix F has utilised the methods prescribed in TAG Unit 4.1 to
determine the beneficial or adverse impacts of the schemes preferred option. The assessments have been
carried out qualitatively as some social impacts were scoped out of the full assessment or were anticipated
to produce neutral impacts, so a quantitative approach was not deemed proportionate to the study.
The appraisal has assigned an assessment score on a seven point scale of beneficial, neutral and adverse
for each impact area, which can be seen in Table 3.6 below.
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Table 3.6: Social impacts of the scheme
Impact Area Score
Accidents Slight Beneficial
Physical Activity Neutral
Security Moderate Beneficial
Severance Neutral
Journey Quality Moderate Beneficial
Option and Non-use Values Not Significant (scoped out)
Accessibility Slight Beneficial
Personal Affordability Not Significant (Scoped out)
Source: Mott MacDonald
Some impacts, such as accessibility, are assessed further as part of the Distributional Impact appraisal.
Others, such as personal affordability have been classed as insignificant for the scheme and have been
scoped out of the distributional appraisal. The results of the Social and Distributional appraisals will then
feed in to the AST, to provide an overview of the Economic, Environmental, Social and Distributional
impacts of the scheme.
3.6.2 Distributional Impacts
Distributional impacts consider the variance of the scheme’s impact across different social groups. Both
beneficial and / or adverse distributional impacts of the proposed interventions have been considered, and
social groups likely to be affected have been identified. These indicators are:
� User Benefits;
� Noise;
� Air Quality;
� Accidents;
� Security;
� Severance;
� Accessibility; and
� Personal Affordability.
The full Distributional Impact Appraisal is included as Appendix G for completeness, whilst the following
section provides a summary of the appraisal.
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Step 1 of the process involved an initial screening stage to determine whether each indicator needed to be
appraised further, and this was included as part of the Outline Business Case. It was concluded that the
full assessment of distribution impacts should be considered further for all indicators with the exception of
personal affordability.
Step 2A of the distributional impact appraisal determined the affected areas for each indicator. This
produced two separate study areas, created to suitably fit the analysis of the indicator groups. The
principal affected area was determined by assessing catchment area data for Newton-le-Willows station,
and also other railway stations surrounding it. A second study area was then created to more accurately
portray the effects of the air quality and noise impacts in the vicinity of the proposed junction
improvements; this is set at 1km around the scheme boundary.
Step 2B mapped the social groups identified in TAG for each indicator at the appropriate study area level.
For the majority of social groups, the proportions of each group were broadly in line with the national
average; however the level of Black, Asian and other Minority Ethnic (BAME) residents in the main
assessment area is considerably lower than the national average. There are mixed levels of income
deprivation in the main assessment area; however 34.5% of residents reside in the most deprived income
quintile. Step 2C mapped amenities and trip attractors for the noise and air quality impact area such as
schools and hospitals.
Step 3 created a series of tables that summarised the quantitative and qualitative indicator assessments.
Firstly, the output summary table provided an overview of the social group proportions in each impact area,
and also displayed the district and national averages. A distributional impact appraisal matrix was then
completed, which assigned a summary assessment score to each impact area. This was determined by
comparing the study area proportions to their respective national average as prescribed in TAG. The
summary assessment scores created then feed into the AST.
A summary of the distributional impact appraisal is shown in Table 3.7 below.
Table 3.7: Distributional impacts of the scheme
Impact Area Score
User Benefits Slight Beneficial
Noise Neutral
Air Quality Slight Adverse
Accidents Moderate Beneficial
Security Moderate Beneficial
Severance Neutral
Accessibility Moderate Beneficial
Source: Mott MacDonald
The appraisal concludes that the scheme would provide mostly positive benefits, with most indicators with
the exception of air quality seeing a moderate or slight adverse score.
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3.7 Environmental Impacts
As part of the Outline Business Case, a preliminary environmental appraisal was undertaken in August
2014. This comprised two sections:
� Section A) scoping exercise that details the proposed environmental appraisal and environmental
baseline; and
� Section B) preliminary Appraisal Summary Table (AST).
This environmental appraisal, which forms a part of the Full Business Case, is informed by the preliminary
AST, and aims to update the table to provide a detailed environmental assessment for each of the eight
topics. The full Environmental Impact Appraisal document is included as Appendix H, whilst the following
section provides a summary of the appraisal.
The following topics have been considered within the appraisal:
� Noise – including all aspects of ambient noise and noise from transportation and traffic as well as other
related infrastructure;
� Air Quality (Regional and Local) – including all emission and pollution to air from vehicles;
� Greenhouse Gases – relating to the impacts of the transport scheme on greenhouse gas emissions,
including water vapour, carbon dioxide, methane and ozone, whether they are increased or decreased;
� Townscape or Landscape – referring to the physical and social characteristics of the urban or rural
environment and the way in which these characteristics are perceived;
� Historic Environment – including historical and cultural buildings, assets and archaeological sites and
areas such as parks, gardens and public spaces;
� Biodiversity – including earth heritage (geological) interests, flora and fauna; and
� Water Environment – relating to all aspects of the water environment, including groundwater and
surface water and aquatic ecology.
The effects of the scheme have been appraised using a seven-point scale in accordance with TAG criteria.
This analysis serves as a high-level environmental appraisal to understand the potential impacts of the
scheme on the environment. The environmental appraisal is summarised in Table 3.8 below.
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Table 3.8: Environmental Appraisal Summary
Environmental Impact Summary of Impacts Qualitative Monetary (£,NPV)
7-point Scale
Noise Increase in noise associated with new bus interchange and increased car parking provision.
Slight Adverse
£59,429 -
Air Quality (Local)
The effects of the proposed scheme are likely to be slight adverse and therefore not significant. The existing AQMAs within the vicinity of the proposed scheme are not expected to be significantly affected.
Slight Adverse
£376 -
Air Quality (Regional)
There is unlikely to be any significant effect on regional air quality with only slight impacts at local level. There will be a slight beneficial trend through a reduction in overall vehicle-km travelled by road through the region.
Slight Beneficial
+
Greenhouse Gases
The scheme will have a beneficial effect on greenhouse gas emissions. Taking vehicle-km as an indicator of energy consumption the magnitude of the change is expected to be of the order of 0.1% when compared to the local authority baseline.
£202,984
En
viron
men
tal C
ap
ita
l A
ppro
ach
Landscape Scoped out of appraisal
Townscape
Loss of existing tree planting adjacent to railway line.
Slight Adverse
N/A -
Increased quantity of road traffic in townscape.
Slight Adverse
N/A -
Impact on the setting of the listed railway station and Willow Park Conservation Area.
Moderate Adverse
N/A --
Historic Environment
Impacts on known and unknown buried remains. Impact on setting of two Grade II listed structures and a conservation area.
Moderate Adverse
N/A --
Biodiversity SSSI Neutral N/A 0
Breeding birds Neutral N/A
Water Environment No impacts identified Negligible N/A 0
Source: Mott MacDonald
3.8 Wider Economic Impacts
The Wider Economic Impact assessment has been completed using Mott MacDonald’s Transparent
Economic Assessment Model (TEAM), which is a versatile tool designed to calculate the economic impact
of proposed infrastructure intervention and policy measures. It has been designed by experts in
economics, economic development and regeneration and is in-line with HM Treasury Green Book
principles and Homes and Community Agency (HCA) additionality guidelines. The tool measures the
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potential stimulus to economic activity from interventions by estimating the consequential employment
salary, Gross Value Added (GVA) and investment benefits that would otherwise not have arisen.
The function of the TEAM model used in this element of work is illustrated in Figure 3.4 below, with further
details on the inputs and assumptions used in the assessment provided in Appendix I.
Figure 3.4: Transparent Economic Assessment Model (TEAM) used for wider economic impact assessment
Source: Mott MacDonald
The site of the former Parkside Colliery and immediately adjacent land has been identified by St Helens
Council as a strategic location with the potential to facilitate the transfer of goods between road and rail.
The council supports the re-use of the site as a Strategic Rail Freight Interchange (SRFI).
This site represents the largest opportunity for development around Newton-le-Willows, and this forms a
key part of our analysis. Improved connectivity provided by the station enhancement will be a secondary
and supporting factor in bringing forward the development at Parkside. The primary factor in influencing
the development is growth at Liverpool Superport and the resulting demand for B8 logistics and
warehousing
The economic benefits that could arise from the Parkside site could lead to approximately 2,200 net jobs
which would generate Gross Value Added (GVA) of £119.1 million per annum. We estimate that
approximately 10% of this additional impact can be attributed to the railway station enhancements. This
figure is based on the improved accessibility of Parkside from the station, and the enhanced attractiveness
of rail links to would-be employees, residents and other investors using or considering using Newton-le-
Willows station. This equates to 22 jobs and £11.9 million of GVA per annum.
Although Parkside is considered to be the largest development site which is likely to influence demand for
journeys to / from Newton-le-Willows station there are also several other sites coming forward as part of
the planning system. In terms of employment land available sites could accommodate between 1,000 and
2,000 jobs once they are developed, whilst land allocated for housing could accommodate 4,462 dwellings
by 2027. All of these developments are likely to deliver further demand for commuter journeys from the
area to both Liverpool and Manchester.
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3.9 Appraisal Summary Table
The full Appraisal Summary Table for the scheme is included in Appendix J.
3.10 Analysis of Monetised Costs and Benefits
The Analysis of Monetised Costs and Benefits (AMCB) are given in Appendix K. Table 3.9 summarises
the various benefits and costs of the scheme.
Table 3.9: Analysis of Monetised Costs and Benefits for Newton-le-Willows
Analysis of Monetised Costs and Benefits £ discounted to 2010 prices,
in 2010 market prices
Noise £59,429
Local air quality £376
Greenhouse gases £202,984
Journey quality £0
Physical activity £0
Accidents £888,987
Economic efficiency: consumer users (commuting) £15,840,101
Economic efficiency: consumer users (other) £5,953,695
Economic efficiency: business users and providers £3,239,325
Wider public finances (indirect taxation revenues) -£1,526,379
PRESENT VALUE OF BENEFITS (PVB) £27,711,276
Broad transport budget £ 8,226,530
PRESENT VALUE OF COSTS (PVC) £ 8,226,530
OVERALL IMPACTS
NET PRESENT VALUE (NPV) £19,484,746
BENEFIT TO COST RATIO (BCR) 3.37
Source: Mott MacDonald
This shows a present value of cost of the scheme of £8.243 million against a present value of benefits of
£27.711 million having allowed for impacts of indirect taxation on the economy and marginal economic
costs of noise, air quality, greenhouse gases and accidents. Overall, this gives a Benefit to Cost Ratio
(BCR) of 3.37
3.11 Value for Money Statement
The BCR for the scheme can be classified into one of five ‘bands’ detailed in the Government’s Value for
Money (VfM) guidance11
. These are:
11
Value for Money Assessment: Advice Note for Local Transport Decision Makers, Department for Transport, December 2013
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� Poor VfM if the BCR is below 1.0;
� Low VfM if the BCR is between 1.0 and 1.5;
� Medium VfM if the BCR is between 1.5 and 2.0;
� High VfM if the BCR is between 2.0 and 4.0; and
� Very High VfM if the BCR is greater than 4.0.
This shows that the scheme, with a BCR of 3.37, represents high value for money according to DfT
guidance.
3.12 Sensitivity Tests – Alternative Growth Forecasts
A number of sensitivity tests to show the likely impacts on the benefits of the scheme under alternative
growth forecasts have been undertaken. These are:
� Sensitivity Test 1 – LEP growth forecasts;
� Sensitivity Test 2 – TEMPRO growth forecasts with a 10 year growth cap; and
� Sensitivity Test 3 – TEMPRO growth forecasts with a 30 year growth cap.
The first test presents the results using an alternative growth forecast developed for the Liverpool City
Region Long Term Rail Strategy. The second and third tests use the TEMPRO forecasts with a 10 year
and 30 year cut-off for demand growth respectively. This is explicitly requested in paragraph 2.3.1 of TAG
Unit A5.3 Rail Appraisal.
The assumptions used in the various sensitivity tests are summarised in Table 3.10 below.
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Table 3.10: Assumptions used in the four alternative growth forecast scenarios
Core Scenario
20 year cap
Sensitivity 1
LEP forecasts
Sensitivity 2
10 year cap
Sensitivity 3
30 year cap
Base forecast year 2012 2012 2012 2012
Opening year 2018 2018 2018 2018
Appraisal period 60 years 60 years 60 years 60 years
Price base 2010 market price 2010 market price 2010 market price 2010 market price
Discounting 3.5% for 30 years
3.0% thereafter
3.5% for 30 years
3.0% thereafter
3.5% for 30 years
3.0% thereafter
3.5% for 30 years
3.0% thereafter
Value of Time TAG data book TAG data book TAG data book TAG data book
Demand ramp-up PDFH B12.1 PDFH B12.1 PDFH B12.1 PDFH B12.1
Population TEMPRO 6.2 LEP forecast (to 2030
then extrapolated) TEMPRO 6.2 TEMPRO 6.2
Employment TEMPRO 6.2 LEP forecast (to 2030
then extrapolated) TEMPRO 6.2 TEMPRO 6.2
GDP TEMPRO 6.2 with
-0.2% adjustment as specified in TAG
LEP forecast (to 2030 then extrapolated)
TEMPRO 6.2 with -0.2% adjustment as
specified in TAG
TEMPRO 6.2 with -0.2% adjustment as
specified in TAG
Rail fares RPI +1% per annum RPI +1% per annum RPI +1% per annum RPI +1% per annum
Car ownership TAG data book TAG data book TAG data book TAG data book
Car fuel prices TAG data book TAG data book TAG data book TAG data book
Demand cap 2034 2034 2024 2044
Source: Mott MacDonald
Note that the LEP forecasts provide annual data to 2030; subsequent years (i.e. 2030 to 2033) have been
extrapolated using the 2012-2030 annual average rate of increase. This is necessary so as to produce a
comparative demand cap with the core scenario (i.e. 20 years after current year) and so that a demand
decrease isn’t seen between 2030 and 2033 (this would be the case if demand was being driven by prices
and car ownership alone).
The LEP growth forecasts have been developed to address the known issues of TEMPRO forecasts
underestimating population growth in the Liverpool City Region.
A direct comparison of the four different scenarios is shown in Table 3.11 below, with full details of the
three sensitivity tests included in Appendix L.
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Table 3.11: Comparison of costs and benefits – growth forecast variations
Core Scenario
20 year cap
Sensitivity Test 1
LEP forecasts
Sensitivity Test 2
10 year cap
Sensitivity Test 3
30 year cap
PV Benefits £27.711m £36.347m £27.316m £28.373m
PV Costs £8.227m £5.997m £8.785m £8.075m
Net Present Value £19.485m £30.350m £18.531m £20.298m
Benefit to Cost Ratio 3.37 6.06 3.11 3.51
Prices are discounted to 2010 and presented in 2010 market prices
This shows the range of results under the various growth scenarios. The LEP growth forecasts, which
were developed as part of the City Region Long Term Rail Strategy, are higher than the TEMPRO
forecasts, producing a correspondingly higher benefit forecast. The LEP forecasts were produced in
response to TEMPRO historically underestimating population growth on Merseyside.
The three TEMPRO growth forecasts produce benefit to cost ratios between 3.11 and 3.51, which
represents high value for money according to DfT guidelines. The LEP growth forecast produces a
benefit to cost ratio of 6.06, which represents very high value for money according to DfT guidelines.
It is noted that the scheme costs vary across all four scenarios. This is influenced by the additional
revenue, shown as a reduction in grant/subsidy to Central Government which reduces the overall cost to
the broad transport budget. The net change in revenue increases under the higher growth rate scenarios.
Differing marginal economic costs also influence a change in the broad transport budget; as the reduction
in road traffic increases under the higher growth scenario there is a reduced cost for Local Authorities
associated with reduced costs of road maintenance. Together these changes produce lower costs to the
broad transport budget over the appraisal period under higher growth forecast scenarios.
3.13 Sensitivity Tests – Alternative Operating Costs
A further sensitivity test has been included to investigate the impacts of doubling the operating costs. The
results are shown in Table 3.12 below together with a comparison with the core scenario, with full details
provided in Appendix L.
Table 3.12: Comparison of costs and benefits – operating cost variations
Core Scenario
Operating Costs Included
Sensitivity Test 4
Operating Costs Doubled
PV Benefits £27.711m £27.711m
PV Costs £8.227m £9.746m
Net Present Value £19.485m £17.965m
Benefit to Cost Ratio 3.37 2.84
Prices are discounted to 2010 and presented in 2010 market prices
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This shows that, even with doubled operating costs, the scheme would produce a BCR which indicates
high value for money.
A comparison between discounted revenue and discounted operating costs is shown in Table 3.13. New
revenue refers to new-to-rail revenue as a result of the improvement scheme, whereas net revenue also
includes the impacts of revenue which is abstracted from Earlestown railway station.
Table 3.13: Comparison between operating costs and revenue
Core Scenario Operating Costs Doubled
Net Revenue New Revenue Net Revenue New Revenue
2018 (opening year) 5.20 5.21 2.60 2.60
2019 6.94 6.95 3.47 3.48
2020 7.37 7.38 3.69 3.69
2034 (cap year) 6.25 6.26 3.12 3.13
2077 (end of appraisal) 2.33 2.34 1.16 1.17
Source: Mott MacDonald
This shows that the revenue generated by the scheme more than covers the increase in operating costs; in
the core scenario new revenue exceeds the increase in operating costs by a factor of more than 5.2 in the
opening year, falling to a factor of more than 2.3 by the final year of the appraisal. With the operating costs
doubled (as a sensitivity test) revenue exceeds the increase in operating cost by a factor of 2.6 in the
opening year, falling to a factor of around 1.2 by the final year of the appraisal.
3.14 Previous Analysis
The Outline Business Case showed that all four of the alternative growth forecast scenarios showed
benefit to cost ratios in excess of four, and therefore all scenarios represented very high value for money.
A brief comparison of the economic assessment results quoted in the Outline and Full Business Cases is
provided in Table 3.14 below.
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Table 3.14: Comparison of costs and benefits – Outline and Full Business Cases
Core Scenario
20 year cap
Sensitivity Test 1
LEP forecasts
Sensitivity Test 2
10 year cap
Sensitivity Test 3
30 year cap
PVB (outline) £32.748m £35.191m £31.280m £33.697m
PVB (full) £27.711m £36.347m £27.316m £28.373m
PVC (outline) £4.493m £3.801m £5.481m £3.804m
PVC (full) £8.227m £5.997m £8.785m £8.075m
NPV (outline) £28.254m £31.389m £25.798m £29.892m
NPV (full) £19.485m £30.350m £18.531m £20.298m
BCR (outline) 7.29 9.26 5.71 8.86
BCR (full) 3.37 6.06 3.11 3.51
Prices are discounted to 2010 and presented in 2010 market prices
There are a number of reasons for these changes. The economic analysis contained within the full
business case now includes an estimate of operating costs for the scheme, whereas no estimate of
operating costs was included in the analysis presented in the outline business case.
We have made use of a more up-to-date demand and revenue matrix. This shows a higher proportion of
journeys towards Liverpool, which has a lower revenue per journey compared to some other movements in
the matrix. This has impacted on the total revenue generated by new journeys at the station, and due to
the way this is reported is represented as an increase in the present value of costs between the outline and
full business case results.
Updated mode split surveys have also been used to derive the demand and benefit forecasts in the full
business case. This makes use of surveys undertaken in 2014 (compared to 2009 survey data used in the
outline business case) which show that access to the station on foot and by bus make up a much lower
proportion of demand in 2014 compared to previous surveys whilst the proportion of people accessing the
station by car (either as driver or passenger) has increased compared to previous surveys. These
changes have affected the overall benefit calculation for the scheme.
In the full business case TEMPRO growth scenarios we have now taken into account TAG Unit M4
Forecasting and Uncertainty by reducing the percentage GDP growth per annum by 0.2%. This has
resulted in lower TEMPRO growth forecasts for the full business case than were used in the outline
business case; this is seen in the much lower present value of benefits for the TEMPRO scenarios in the
full business case.
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3.15 Conclusions
Demand forecasts have been developed for the scheme with reference to guidance contained within
the Passenger Demand Forecasting Handbook (PDFH) and the DfT’s web-based Transport Analysis
Guidance (TAG). Demand forecasting shows that as a result of the scheme an additional 104,100
journeys will be made from the station in 2018, whilst 3,400 journeys will transfer from Earlestown
railway station.
The economic appraisal forecasts that the scheme will deliver a Present Value of Benefits of
£27.711 million. The Present Value of Costs is estimated at £8.227million. Considering this
together with the scheme benefits gives a BCR of 3.37, which represents High Value for Money.
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4.1 Introduction
The Financial Case concentrates on the affordability of the proposal, its funding arrangements and
technical accounting issues. The Financial Case is discussed under the following headings:
� Methodology;
� Assumptions;
� Base Costs;
� Land Ownership;
� Quantified Risk Assessment (QRA);
� Optimism Bias;
� Risk and Optimism Bias Adjustments;
� Scheme Costs for Appraisal;
� Preferred Funding Arrangements;
� Alternative Funding Arrangements;
� Assurance of Overspend; and
� Conclusion.
This section of the report presents the funding sources and profiles for the scheme. In effect it sets out the
financial programme for the scheme.
4.2 Assumptions
The development of scheme costs is based on a number of assumptions; the scheme costs can be divided
into three elements, namely land, rail infrastructure (i.e. station improvements) and car park / interchange
elements. The land purchase costs are fixed, and are based on the need for three different land parcels
which are identified in Section 0 below. In advance of the development of the full design the car park and
interchange costs are based on the Birkenhead North project undertaken by Merseytravel in 2012, pro-
rated to reflect the capacity of the car park at Newton-le-Willows. The rail infrastructure costs are based on
the GRIP 4 study undertaken by Railtrack at Newton-le-Willows. In both cases costs have been uprated to
current prices.
Operating costs have been derived from previous schemes developed in Merseyside. It includes a cost for
car park maintenance (pro-rated upwards to account for differing size of car parks) and estimates of the
operating cost for the new lifts, maintenance of the ticket office and car park and ongoing security costs.
This includes a cost per lift, which is assumed to be constant for the first three years of operation, then
subject to a cost increase of 3% per annum. A maintenance fund of £1,000 per lift has also been
assumed. We have assumed that two lifts will be provided at the station. All costs have been presented at
2010 prices and have been discounted to 2010 prices. Costs for each year have been factored upwards
using the appropriate adjustment factor to take account of inflation in accordance with figures included in
the TAG Data Book (May 2014).
4 Financial Case
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4.3 Base Costs
4.3.1 Capital Costs
A cost breakdown for each stage of the scheme is provided in Table 4.1 below.
Table 4.1: Capital costs for the scheme (without risk and optimism bias)
Total Cost (million)
Land costs £0.619
Car park / interchange elements £4.775
Rail infrastructure elements £6.220
Signage £0.044
Publicity £0.016
Total Capital Costs £11.674
Source: Merseytravel (presented in 2014 prices)
It is noted that the rail infrastructure elements, costed in the table above, includes the various GRIP stages.
This includes detailed design, construction, testing and commissioning. These elements have been
provided as costs by GRIP stage, and therefore have not been presented as individual elements.
4.3.2 Operating Costs
The Long Term Charge (LTC) is specified by Network Rail, and allows Network Rail to recover costs for
maintenance, repair and renewals at stations which it owns. The LTCs for Control Period 5 (2014-2019)
are published on the Network Rail website. An annual increase in station running costs of £50,000 per
annum would trigger a change in the LTC.
Network Rail have confirmed that they need to analyse the full scope of works to allow them to assess any
changes to the LTC. However, they also confirm that from recent experience it is unlikely that new works
trigger this threshold. We have therefore assumed that there will be no change to the LTC, and we have
not considered any changes to the LTC as part of the economic appraisal.
Operating costs have been developed by Merseytravel, and are based on best estimates from other
schemes developed in Merseyside. This is summarised in Table 4.2 below.
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Table 4.2: Operating costs for the scheme (without risk and optimism bias)
Cost
Car park maintenance costs £23,200
Lift running costs £4,900
Lift maintenance costs £2,000
Ticket Office maintenance (over and above existing costs) £5,000
Utilities £5,000
Security £4,000
Total Operating Costs £44,100
Source: Merseytravel (presented in 2014 prices)
These costs support Network’s Rail assertion that operating costs will not increase by more than £50,000
per year, thereby confirming our assumption that there will be no change to the LTC.
4.4 Land Ownership
The land proposed for the scheme is currently in the ownership of four parties, as follows:
� Railway station and railway land, owned by Network Rail.
� Site A – existing station car park, owned by Merseytravel;
� Site B – land currently in commercial use, within private ownership; and
� Site C – former Mill Green School, owned by St Helens Council.
The various sites are illustrated in Figure 4.1 and Figure 4.2 below. This also shows land which is not
included in the scheme proposals (Site D, Prestige Motors).
Figure 4.1: Network Rail owned land (green) and station lease area (red)
Source: Merseytravel
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Figure 4.2: Land parcels south of the railway alignment
Source: Merseytravel
To enable delivery of the scheme Site A is to remain Merseytravel owned land, Site B is to be purchased
by Merseytravel and Site C is to be transferred from St Helens to Merseytravel ownership. Any area of
land within Sites A or B required for rail related elements of the scheme will be transferred from
Merseytravel ownership into Network Rail’s ownership.
Plot B is currently occupied by commercial properties, and purchase of the site is currently being arranged
by Merseytravel. Merseytravel have received a draft contract from the vendor’s solicitor, and exchange is
anticipated by the end of November 2014. A long-stop completion date has been set for the end of
November 2015 to give sufficient notice periods to the existing tenants. The contract will be caveated to
allow for completion should vacant possession be possible before that date.
Plot C is currently owned by St Helens Council, and is occupied by a school which is now out of use. The
land was previously owned by the National Coal Board, and a clause in the original conveyance gave them
the right to buy back the land should it be subsequently sold. The Coal Authority (which now undertakes
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certain tasks previously undertaken by the National Coal Board) have indicated that they do not intend to
exercise this right, allowing St Helens Council to dispose of the land. As a former school, disposal of the
site also requires the permission of the Secretary of State for Education under Schedule 1 of the
Academies Act, 2010. This permission has been confirmed by the Education Funding Agency.
Confirmation letters from both the Coal Authority and the Education Funding Agency are both included as
Appendix M for completeness.
A draft contract for site C has been drawn up by St Helens Council; the legal team at Merseytravel are now
reviewing this document. It is anticipated that the sale will be completed by the end of December 2014.
It is anticipated that some small elements of land owned by Merseytravel will be transferred to Network
Rail ownership as appropriate. The extent of the land to be transferred will only become evident as the
scheme design develops. The basic principles of this have been agreed by both parties, but detailed
negotiations are dependent on the final scheme design.
4.5 Quantified Risk Assessment
A Quantified Risk Assessment (QRA) has been undertaken and the top three risk components are
summarised in Table 4.3.
Table 4.3: Quantified Risk Assessment
Key Risk Components Likelihood Impact on Cost
Mitigation Measures
Project costs are underestimated 25% Medium
Robust contractual arrangements with designers/deliverers of all elements of the scheme. Contract with Network Rail to deliver station improvements will include contribution to risk funds which potentially accounts for cost overruns. Some risk transferred to Network Rail. Appropriate optimism bias is included in the cost estimates.
Physical / structural issues at the site, especially level differences.
30% High Detailed site survey works to be undertaken to identify and scope out any issues.
Potential land ownership issues related to the selected site for the scheme, e.g. Department for Education and Coal Authority.
30% High Land ownership issues to be sorted at early stage.
Likelihood / Impact on Cost
High
Medium
Low
Source: Mott MacDonald
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All three risks have a low probability following mitigation; however the impact if the risk were to happen
would still be high. Mitigation measures will continue through further scheme development and
implementation to manage the likelihood of the risk occurring.
The QRA uses a Monte Carlo simulation, which takes the probability based risk register as an input and
samples in a random fashion to produce a number of iterations, and the likely costs associated with them.
The QRA suggests that in 50% of cases (p=50) the costs associated with risk will be £2.98 million.
The risk register and full output of the QRA are shown in Appendix N.
A risk workshop for the scheme was held on 22nd
October 2014, attended by Merseytravel officers and
Mott MacDonald. This built on the QRA work undertaken as part of the Outline Business Case through
identifying further risks and the development of mitigation measures. Each risk in the register was
assigned to a Merseytravel officer to ‘track’; although many risks are owned and influenced by outside
parties (such as landowners and Network Rail) it will be the officers’ responsibility to monitor the risk and
ensure that discussions are held with the relevant organisation and at the relevant level to minimise the
probability of the risk occurring. It is noted that the risk register produced at the workshop has formed the
input into this QRA.
4.6 Optimism Bias
Optimism bias is defined as the historic tendency to underestimate scheme costs. Further to this, TAG
Unit A5.3 Rail Appraisal provides differing rates of optimism bias according to which stage of the Network
Rail GRIP the project is at. This decreases as the project progresses towards completion.
The Newton-le-Willows project is currently at GRIP Stage 3. As such, it would attract an optimism bias of
40% of scheme capital costs in accordance with TAG. The optimism bias has been applied to the
following elements of the scheme:
� Car park and interchange elements – optimism bias of £1.910 million;
� Rail infrastructure – optimism bias of £2.488 million; and
� Signage – optimism bias of £18,000.
In accordance with TAG operating costs have been amended to include optimism bias at 1% per annum.
4.7 Risk and Optimism Bias Adjustments
Costs have been adjusted for risk and optimism bias. This follows the advice contained in TAG Unit A5.3,
which suggests that no Quantified Risk Assessment contingency is required at GRIP Stage 3, but
Optimism Bias should be applied at 40% of the capital cost and 1% per annum for operating costs. This
has been applied to the costs in proportion with the profile spend in each year. This is summarised in
Table 4.4 below.
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Table 4.4: Funding profile for the scheme with risk elements added
Costs (£) Base Costs Optimism Bias Adjusted Costs
Land £649,000 - £649,000
Car Park / Interchange elements £4,775,000 £1,910,000 £6,685,000
Rail Infrastructure elements £6,220,000 £2,448,000 £8,668,000
Signage £44,000 £18,000 £62,000
Publicity £16,000 - £16,000
TOTAL £11,674,000 £4,376,000 £16,090,000
Operating Costs £44,100 £400 per year £44,500
Source: Merseytravel and Mott MacDonald – presented in 2014 prices
4.8 Scheme Costs for Appraisal
In order to include the costs in the economic appraisal further price conversions are required. This is
documented in TAG Unit A4.2 Scheme Costs and includes the following elements:
� Real price increases are taken account of by looking at the comparative rates of inflation for general
costs and for construction costs. This assumes that general inflation is assumed to be 2.5% per year,
whereas construction inflation is assumed to be 5% per year;
� Operating costs have been factored to account for inflation, as detailed in the TAG Data Book (May
2014);
� Re-basing to 2010 – costs for the scheme have been provided in 2014 costs and have been re-based
to 2010 prices using the Retail Price Index (RPI) to factor down to 2010 prices;
� Discounting to 2010 using a discount rate of 3.5% per year for 30 years, then 3% per year thereafter;
and
� Conversion to market prices using an indirect tax correction factor of 1.190.
Table 4.5 below provides a breakdown of the costs used in the economic assessment.
Table 4.5: Scheme costs used in the economic assessment
2014-15
(£m) 2015-16
(£m) 2016-17
(£m) 2017-18
(£m) Total (£m)
Central Government costs - £3,952,636 £5,328,171 £3,511,395 £12,792,201
Local Government costs £590,683 £718,661 £213,127 - £1,522,471
Capital Cost Total (£m) £590,683 £4,671,297 £5,541,298 £3,511,395 £14,314,673
Source: Merseytravel and Mott MacDonald – presented in 2010 market prices, discounted to 2010
Operating costs have been calculated as £46,700 per annum in 2018, the opening year of the scheme
(presented in 2010 and discounted to 2010 prices).
4.9 Preferred Funding Arrangements
There are two main sources of funding for the scheme, namely:
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� Major schemes funding; and
� Merseytravel funding.
Funding from Merseytravel is likely to come from the Integrated Transport Block (ITB), and contribute
around 10% of the total scheme costs. The remaining funds will be sourced from the Liverpool City Region
major schemes fund.
Table 4.6 below provides a breakdown of the funding profile.
Table 4.6: Sources of Funding for the Scheme
2014-15
(£m) 2015-16
(£m) 2016-17
(£m) 2017-18
(£m) Total (£m)
Major Scheme funding sought - 4.400 6.000 4.000 14.400
Merseytravel contribution 0.650 0.800 0.240 - 1.690
Total (£m) 0.650 5.200 6.240 4.000 16.090
Major Scheme – percentage of total 0% 84.6% 96.2% 100% 89.5%
Merseytravel – percentage of total 100.0% 15.4% 3.8% 0% 10.5%
Source: Merseytravel
In addition to the figures above, £25,000 will be contributed through a section 106 agreement from the
housing development on the McFalls site immediately north of the railway station. This figure has been
contributed to fund access improvements at the station.
4.10 Alternative Funding Arrangements
No alternative funding arrangements have been identified.
4.11 Assurance of Overspend
The finance officer of Merseytravel has committed to fund any overspend on the project. A signed letter is
provided as Appendix O.
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4.12 Conclusions
Overall costs of the improvements, bus interchange and car park at Newton-le-Willows are estimated
at £16.09 million, which includes optimism bias at a rate of 40%. Merseytravel will supply 10% of
the funding, with the remainder sought from the LEP fund. It is estimated that additional operating
costs for the scheme will amount to £44,500 per annum, which will be covered by additional revenue
generated by the scheme.
A Quantified Risk Assessment has been undertaken, and this suggests that in 50% of cases costs
associated with risk will amount to £2.98 million. In line with guidance at this stage optimism bias
rather than risk is included in the costs.
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5.1 Introduction
The Commercial Case provides evidence on the commercial viability of the proposal and the procurement
strategy that will be used to engage the market. It presents evidence on risk allocation and transfer,
contract timescales and implementation timescale as well as details of the capability and skills of the team
delivering the project and any personnel implications arising from the proposal. The Commercial Case is
discussed under the following headings:
� Output Based Specification;
� Procurement Method;
� Programme Implications and Risk; and
� Conclusion.
5.2 Output Based Specification
Although a single scheme there are two elements of the Newton-le-Willows scheme; the methodology
adopted for the delivery of the design and construction of the scheme is different for the two elements.
The two elements are split as follows:
� Improvements within the station, including step-free access to platforms, new ticket office, improved
passenger facilities and information provision; and
� Provision of a bus interchange and expanded car park.
The outputs of the scheme are included within Schedule 3 (Brief) of the Design Services Agreement
between Merseytravel and Network Rail. These are listed below, and will include:
� Provision of step-free access to platform level from existing station entry on the north side of the
railway;
� Provision of step-free access to platform level from car park and bus interchange (on south side of the
railway);
� Step-free access between platforms;
� Creation of a suitable under-track subway;
� Stepped access to platform level from car park and bus interchange;
� Revised stepped access to platform from existing station entry on north side of the railway;
� Any required revision to stepped access to platforms;
� Creation of new ticket office at car park / bus interchange level;
� Provision of new platform waiting facilities;
� Improved passenger information provision;
� DDA-compliant toilet provision at ticket office and north-side lift entry levels;
� Amendment and enhancement of existing signage;
� Review and enhancement of security provisions;
� Secure cycle parking;
� Developing with Stakeholders a future use for the existing Grade II listed station building to ensure its
long term integrity; and
� Working with British Transport Police to ensure the completed scheme achieves Secure Station status.
5 Commercial Case
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The car park and interchange elements will include:
� Extended car park provision, to include a total of 440 car parking spaces;
� Provision of a dedicated pick-up / drop-off point;
� Taxi facilities;
� Bus interchange facilities, including up to four bus stands and two layover bays;
� Secure cycle parking; and
� Access / egress road junction improvements, with potential of a signal controlled junction and
pedestrian crossing point.
5.3 Procurement Method
The methodology assumes that the two elements of the scheme identified above are to be implemented
using different routes, both under the management and co-ordination of Merseytravel. The first element of
the scheme (improvements within the station) will progressed under Network Rail procurement rules, whilst
the second element (provision of a bus interchange and expanded car park) will be progressed under
Merseytravel procurement rules.
5.3.1 Preferred Method
Network Rail Procurement
Network Rail is accountable for operational, maintenance and renewal of railway network assets. It has a
significant interest in any improvements to the network. There are certain services that only Network Rail
can supply – so called non-contestable services. These include protecting the rail network and its
operations, information provision, safety management, consents and access to the network. There are two
possible roles for Network Rail to take. These are:
� Network Rail commissioned directly to deliver scheme; and
� Promoter to deliver scheme with Network Rail offering an Asset Protection (ASPRO) role.
In the first scenario Network Rail works to developing a deliverable and standards-compliant design in
collaboration with the promoter. They then oversee construction prior to handing over the asset to the
selected operator. The ORR identifies that Network Rail will in many cases act as the delivery agent, and
it will take on risks that it is best placed to manage. These include the design and construction risks.
The second scenario involves Network Rail working closely with the Promoter to agree works in principle
before commencing on detailed design. Network Rail approves plans in a two tiered process and offer
guidance on technical issues and interaction with other railway schemes in the locality. Under this
scenario any costs to Network Rail relating to asset protection are charged back to the developer through
mechanisms detailed in the ASPRO contract. Under this scenario the third party can seek prices from
suppliers for contestable services, which include design and delivery of the scheme.
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Network Rail have developed, and ORR have approved, four template contracts which are suitable for
project values below £50 million. These are designed to “offer a fair balance of risk” between the promoter
(in this case Merseytravel) and Network Rail. The four types of contract as defined by the ORR are:
� Basic Services Agreement: simple agreement to cover pre-feasibility works to scope the scheme and
develop a business case;
� Development Services Agreement: for development and design work undertaken by Network Rail on
behalf of the promoter;
� Implementation Agreement: with Network Rail acting as a construction manager, this is an
agreement for enhancement work on or about the controlled railway infrastructure to provide detailed
design and implementation of the promoter’s scheme with the contracting strategy agreed between
Network Rail and the promoter; and
� Asset Protection Agreement: an agreement for promoter led works on the controlled railway
infrastructure, where Network Rail facilitates the promoter’s enhancement scheme interface with the
operations, maintenance and renewals business.
The latter three contracts are relevant to the Newton-le-Willows project.
Discussions have taken place between Network Rail and Merseytravel regarding the option of adopting a
design and build approach to the rail elements of the scheme to provide optimum early engagement of the
required specialist contractors and to mitigate the limited scheme delivery timeframe. Merseytravel and
Network Rail signed a Development Services Agreement on 7th November 2014 in relation to the station
improvement elements of the station. An Implementation Agreement will be signed at a later date related
to delivery of the works.
Network Rail has awarded nine framework agreements to a total of six different suppliers to cover
enhancements on the London North Western and East Midlands routes over the next five years. This
includes separate frameworks for railway engineering, civil engineering and buildings12
. The fully open and
competitive framework was procured according to OJEU utility procurement rules.
It is understood that Network Rail’s contractor for the scheme will be Galliford Try. The contracts have
been awarded as part of Network Rail’s new procurement and contracting strategy, which aims to improve
safety, cost-efficiency and delivery performance. The contracts are subject to key performance indicators.
Merseytravel Procurement
The Merseytravel Constitution dated March 2014 outlines the procedures which must be followed as part
of the procurement process. This specifies that where appropriate services should make use of existing
arrangements including:
� In-house services;
� Existing Framework Agreements;
� Existing Select Lists or Register of Bus Operators; and
12
http://www.networkrailmediacentre.co.uk/News-Releases/Network-Rail-agrees-renewal-and-enhancement-contracts-in-a-1-6bn-framework-deal-2147.aspx
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� Established corporate contracts.
A formal risk assessment will be required prior to starting the procurement process, which will be
continually reviewed as the process progresses. This will involve consultation with the Head of
Procurement in order to identify where use can be made of the existing arrangements highlighted above.
An outline design will be undertaken using in-house expertise within Merseytravel. A consultant will
undertake the detailed design and will be appointed by Merseytravel using the appropriate Framework.
This will be subject to Merseytravel’s approvals process, although a brief for the works to be provided
during the detailed design works is currently in development.
5.3.2 Alternative Procurement Methodology
As a rail scheme, the station improvement elements are governed by Network Rail and their procurement
rules. The remaining elements of the scheme, including the interchange and car park expansion are
governed by Merseytravel’s procurement rules.
For this scheme there are no possibilities to use alternative procurement methodologies.
5.3.3 Contract Management
Network Rail
For both design / development phase of the work Merseytravel have entered into a Development Services
Agreement with Network Rail utilising the ORR approved template with scheme specific details as detailed
above. Network Rail will identify and appoint, from their competitively procured framework, the appropriate
design team. For the implementation phase of the work Merseytravel will enter into an Implementation
Agreement with Network Rail who will then identify and appoint, from their competitively procured
framework, the appropriate contractor/s.
As part of the contract signed by Network Rail and Merseytravel, a Development Programme will be
developed. This will include GRIP stage gate reviews for feasibility and design optioneering. As part of
the agreement both Network Rail and Merseytravel have identified representatives who can act on their
behalf in relation to the agreement. Network Rail’s representative is named as Jackie Miller, and
Merseytravel’s representative is named as Mike Rothwell.
Under the contract Network Rail will deliver approved single option designs for the station together with
refined costs and programme for completing the project at GRIP stages 4-8. To this end it is estimated
that the project will be completed to GRIP 3 level by June 2015. A summary of the timescales for the
station elements of the scheme are included in Table 5.1.
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Table 5.1: Contract timescales and length – station elements
Element Start Date End Date Contract Length
GRIP 3 Design November 2014 June 2015 8 months
GRIP 4-8 Detailed Design / Construction June 2015 February 2018 33 months
Source: Merseytravel
Merseytravel
The outline design work for the interchange / car park elements of the scheme will be undertaken utilising
in-house expertise within Merseytravel. Consultants to undertake detailed design will be appointed by
Merseytravel by competitive ‘mini-competition’ tender via the appropriate procurement Framework. The
implementation phase to appoint a contractor will again be through a process of competitive tendering.
The appointment of consultants and contractors will be subject to Merseytravel’s approvals process.
Within Merseytravel the Director of Resources and the Head of Legal and Democratic Services are
responsible for ensuring contracts accord with their Procurement Procedure Rules and regulations. As
part of the Merseytravel contract, the following will be specified:
� The works, goods or services to be undertaken;
� Details of prices to be paid, including a statement of discounts or other reductions;
� The period or times within which the contract is to be performed and, where appropriate, the amount of
liquidated damages that may otherwise become due; and
� The conditions of contract which are applicable.
As part of the process the Head of Legal and Democratic Services will be consulted to establish whether
liquidated damages, performance bonds, or other performance security are appropriate to include in the
written contracts. Variations in the contract relating to the following are subject to approval from Head of
Service, Director of Resources and Head of Legal and Democratic Services:
� Extensions of time;
� Waiver of liquidated damages;
� Cost increases;
� Material variation of specification; and
� Any contract termination.
The Contracting Strategy reflects the methodology adopted for the design and delivery of the scheme.
The consultant will be appointed using an ACE Conditions of Engagement Agreement 113
, which is an
industry standard contract for appointing a designer where the client (Merseytravel) intends to engage
contractors for construction of the scheme. The Schedule of Services Part G14
will also apply; the brief is
outlined in the contract, but the following requirements as contained in Part G will also apply, requiring the
designer to:
13
http://agreements.acenet.co.uk/Documents/Agreements/2b65295a_07fc_43a3_a3ad_e0f0570125e3.pdf
14 http://agreements.acenet.co.uk/Documents/Agreements/b0b93902_1601_4d2f_8fd3_24037221daeb.pdf
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� Advise on the limitation of site, including contamination;
� Advise of any access limitations;
� Advise of extent of public services and utilities, such as sewage, electricity and telecommunications;
� Comment on any restrictions relating to the scheme design;
� Prepare a desk study and if agreed undertake a full site investigation; and
� Obtain appropriate information from the client so as to undertaken services specified in the contact.
The contractor will be appointed using an NEC 3 Option B (measured contract), as recommended by the
Office of Government Commerce (OGC). This type of contract includes six possible payment mechanism
options, which transfer varying degree of risk to the contractor. Within the contract a range of standard
compensation events, whilst performance incentives such as bonus for early completion and damages for
delay and poor performance can also be included in the contract.
The use of an NEC3 contract provides for a robust Risk Management process which ensures that
construction risks are raised at the earliest opportunity and dealt with expeditiously thus optimising key
project targets such as expenditure of project funds and impact of the project on the public. During the
contract formulation stage, a thorough and detailed examination of risks are interpreted into a contract Risk
Register, which transfers the ownership of each risk to either the Employer or Contractor on the basis of
which party is best placed to deal with the risk should it arise.
A summary of the timescales for the bus interchange and car park elements of the scheme are included in
Table 5.2.
Table 5.2: Contract timescales and length – interchange / car park elements
Element Start Date End Date Contract Length
Outline Design To be undertaken internally by Merseytravel
Detailed Design January 2015 June 2015 6 months
Construction June 2015 March 2018 34 months
Source: Merseytravel
5.4 Programme Implications and Risk
5.4.1 Network Rail Risk
Network Rail funds only cover costs and risks which are outlined at each strategic review. Its costs and
risks associated with third party funded schemes are not covered; as such, risk funds have been
developed to pay for these. These are:
� Network Rail Fee Fund (NRFF) – covers the potential liabilities arising from the template agreements;
and
� Industry Risk Fund (IRF) – covers low-probability, high-impact industry risks, such as operational
emergencies on the network.
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These funds are contributed through a percentage of scheme costs, which are defined in the template
agreements.
As part of the Design Services Agreement, Network Rail are liable for any additional costs incurred by
Merseytravel as a result of any delay or disruption to the Development Programme.
5.4.2 Planning Risk
Early discussions have been held with St Helens Council relating to the planning application. It has been
determined that the application will follow the Development Team Approach (DTA), and this is discussed in
more detail in Section 6.3.2.
As part of the process, Network Rail will be responsible for gaining planning permission for all elements of
the scheme within the station footprint (i.e. ticket office, lifts, and related access improvements.). It would
also be responsible for obtaining Listed Building Consent in relation to the existing station building, any
land clearance and for initiating any required station change procedures. Network Rail will have no liability
to Merseytravel should any of these permissions not be granted. Merseytravel will be responsible for
submitting the planning application for the highway elements of the scheme, which includes the bus
interchange, car park and any associated highway works.
Should planning permission not be granted in a timely manner, it has the potential to delay the subsequent
construction periods. The proposed timescales for obtaining planning permission are set out in Table 5.3.
Table 5.3: Dates for obtaining planning permission
Element Date
Full Planning Permission for interchange / car park elements June 2015
Listed Building Consent March 2016
Full Planning Permission for station elements March 2016
Source: Merseytravel
5.4.3 Programme Implication
A phased approach for the delivery of the scheme is being developed to provide a safe working
environment, enable clear segregation of work sites (and associated establishment) in accordance with
Construction Design Manual (CDM) regulations, to minimize disruption to existing users of the station
(including users of the existing car park) and to maintain safe access and egress from station.
All rail related elements of the scheme will be upon land within Network Rail’s ownership and within the
Station Lease area. Upon completion of the works sign-off / hand back to Network Rail will take place. No
liability for the provisions of the rail related elements of the scheme will remain with Merseytravel following
hand-back to Network Rail.
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In principle the provisions of the scheme on rail owned land will pass into the ownership of Network Rail.
The Station Change will reflect any amendments to the Station Lease area and the assets within it
consequent to the scheme. The Annexes to the revised Station Lease will identify the maintenance, repair
and renewal responsibilities (Network Rail / Station Facility Owner) for the assets introduced (as well as
existing station assets) and the bearer of associated costs.
All scheme related elements on Merseytravel owned land remain in Merseytravel ownership and thus the
maintenance, repair and renewal liability for them sits with Merseytravel. Before completion of the scheme
a robust cleaning and maintenance regime will have been identified and agreed with Merseytravel’s Asset
Management. Upon completion of the scheme Merseytravel’s internal client department and Asset
Management maintenance management will sign-off the scheme. Maintenance and repair responsibility
will then pass to Asset Management. Costs associated with liabilities are to be borne by Merseytravel.
5.5 Conclusions
Two distinct procurement methods will be utilised for the scheme; the station improvements will be
subject to Network Rail rules, and Merseytravel are already in discussions with Network Rail over
adopting a design and build approach to the scheme.
Early discussions should help to mitigate risk relating to the relatively tight programme. The second
element of the scheme, the bus interchange and car park, will be subject to Merseytravel
procurement rules.
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6.1 Introduction
The Management Case assesses whether a proposal is deliverable. It tests the project planning,
governance structure, risk management, communications and stakeholder management, benefits
realisation and assurance (i.e. a Gateway Review). There should be a clear and agree understanding of
what needs to be done, why, when and how, with measures in place to identify and manage any risks.
The Management Case sets out a plan to ensure that the benefits set out in the Economic Case are
realised and will include measures to assess and evaluate this.
The Management Case is discussed under the following headings:
� Governance;
� Assurance;
� Delivery Programme;
� Risk Management Strategy;
� Communications and Stakeholder Management;
� Monitoring and Evaluation; and
� Conclusion.
6.2 Governance
6.2.1 City Region Strategic Governance
An overview of the Liverpool City Region (LCR) strategic transport governance, including membership,
roles and responsibilities, is presented in Figure 6.1 and Table 6.1 below.
6 Management Case
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Figure 6.1: Liverpool City Region Strategic Transport Governance
Source: Mott MacDonald
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Table 6.1: Roles and responsibilities within the Liverpool City Region
Role Responsibility
Liverpool City Region Combined Authority (LCR CA)
Combined Authority for Liverpool, Halton, Knowsley, St Helens, Sefton and Wirral.
• Strategic decision making for economic development, transport, strategic housing and employment and skills functions for the LCR.
Merseytravel Committee CA Committee leading on transport for the LCR. Six meetings held per year. Membership formed of elected Councillors.
• Provide democratic leadership on strategic transport issues and advise the CA.
Transport Advisory Group (TAG)
Transport Advisory Group meets monthly, supporting the transport agenda at a senior office level. Members include the LEP.
• Provide technical advice and recommendations to the Merseytravel Committee.
Wider Stakeholder Group The wider stakeholder group are a virtual group of key LCR transport stakeholders that LCR Officers and Councillors engage as appropriate.
• Provide feedback to Merseytravel Committee, TAG and LCR Delivery Groups on transport policy and projects as appropriate.
LCR Delivery Groups Various delivery groups are formed of representatives from Merseytravel and each LCR LA as well as partner organisations as appropriate.
• Oversee the delivery of transport schemes and provide advice to delivery agents.
Delivery agents LCR LAs and other Delivery Partners delivering transport schemes across the LCR.
• Responsible for the delivery of any agreed transport schemes.
Source: Mott MacDonald
6.2.2 Merseytravel Governance
The proposed governance / delivery of the Newton-le-Willows scheme is presented in Figure 6.2 below.
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Figure 6.2: Merseytravel Scheme Delivery
Source: Merseytravel
The co-ordination and management of the overall scheme and its varied elements sits with the designated
Merseytravel Project Manager for the scheme, Mike Rothwell (Principal Officer, Rail Schemes, Asset
Management). Design development will be co-ordinated by Merseytravel, Inter disciplinary design checks
will be undertaken between the designers of the scheme elements to ensure co-ordinated design is
achieved. The proposed project governance arrangements are shown in Figure 6.3.
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Figure 6.3: Proposed Project Governance
Source: Merseytravel
As part of the development phase for the scheme a number of initial meetings have been held between
Merseytravel and Network Rail to structure the scheme and the key requirements/objectives in order to
improve the station in terms of accessibility and encourage more rail users. Discussions have also been
held to understand more fully the current status of the different available options to be developed, which
have included taking account of the previous GRIP 3 feasibility study undertaken in 2003. Potential
delivery strategies have been outlined and a framework established for the different interfaces required
between the key stakeholders for the scheme including planning departments, train operators etc.
Merseytravel have completed a draft version of the Client Requirements Document which has been
submitted to Network Rail, and this has led on to the formal engagement of Network Rail through the
signing of a a Development Services Agreement to initiate further development of the scheme and
subsequent implementation. Network rail have also undertaken a series of meetings with the Route Asset
Manager (RAM) to understand their requirements for the scheme and to provide any additional comments.
An initial cost estimate for Network Rail services during the DSA stage and associated programme has
now been submitted to Merseytravel and a Route Requirements Workshop has been scheduled to help
facilitate the Route Requirements Document. This workshop is currently awaiting approval by Network Rail
Investment Panel before being finalised.
6.2.3 Rail Industry Governance
Investment in the rail industry is governed by GRIP (Governance in Rail Investment Process) which is
summarised as an eight-stage process as shown in Figure 6.4 below.
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Figure 6.4: Rail industry GRIP
Source: Network Rail
GRIP also requires stage gate reviews at the various stages in the process. As outlined in Network Rail’s
GRIP guidelines the project will be subject to at least four mandatory stage gate reviews during its’
lifecycle. Two reviews have already taken place during the development phase, which has produced an
agreed single option for the scheme and agreed the project scope ahead of the award of detailed design
and construction contract. Two other reviews will look at scheme hand-back and project close out.
The Office of Rail Regulation (ORR) has produced a document which details all their relevant guidance –
Investment framework consolidated policy and guidelines (ORR, October 2010), which highlights Network
Rail’s role in projects such as this, including facilitating, and where appropriate, to deliver improvements
proposed by operators, Government or other third parties. Under this definition, Merseytravel would be
classified as a third party in the case of the Newton-le-Willows scheme. An overview of the process is
provided in Figure 6.5 below.
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Figure 6.5: Investment process policy and guidelines
Source: ORR, Investment framework and consolidated policy and guidelines, October 2010
Network Rail’s Investment in Stations document sets out the approval process which is required from
Network Rail for the scheme which includes:
� Technical design approval: this is completed as the design develops and usually undertaken by the
appointed Project Manager’s engineer;
� Landlord’s approval: which applies for any third party works and impacts on Network Rail property,
with this usually managed by the relevant Buildings Engineer;
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� Change procedure: this relates to any change to the agreement with the Train Operating Company
(TOC) for occupancy and access within the station; and
� Closure: this relates to reducing or removing any part of a contracted facility. This requires formal
agreement with the Office for Rail Regulation (ORR) and the TOC.
These apply unless the station is held on a long full repair lease by the TOC franchisee. In that case the
franchisee’s approvals and investment processes apply.
6.2.4 Integrated Working
In order to manage the scheme four ‘working groups’ have been established at various levels to allow
effective management of and knowledge sharing within the scheme. The structure is illustrated in Figure
6.6
Figure 6.6: Working group structure for Newton-le-Willows
Source: Merseytravel
The various attendees and remits for the working groups are shown in Table 6.2.
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Table 6.2: Working Groups – roles and responsibilities
Remit Attendees Frequency
Steering Group
• Liaise with DfT
• Advise City Region TAG
• Receive relevant reports from Project Working Group
• Monitor scheme progress
• Ultimate owners of scheme budget and risk
• High level stakeholder engagement
• Stakeholder management
• Frank Rogers (Merseytravel)
• Shane Fitzpatrick (Merseytravel)
• John Fogarty (Merseytravel)
• Network Rail
• Northern Rail
• St Helens Council
• Contractors
8 weekly
Project Working Group
• Generate reports required by Steering Group
• Ensure coordination between work streams and stakeholder requirements
• Provide forum for escalation and resolution of issues between scheme elements
• Raise issues relevant to attending stakeholders
• Receive updates on component elements of scheme
• Management of scheme level risks
• Stakeholder level management of the scheme
• Monitor progress on development and delivery
• David Jones (Merseytravel)
• Mike Rothwell (Merseytravel)
• Jackie Miller (Network Rail)
• Sarah Wharton (Network Rail)
• Krista Varley (Network Rail)
• Craig Harrop (Northern Rail)
• Dan Caffrey (St Helens Council)
4 weekly
Network Rail Project Delivery Group
• Generate reports as requested by Project Working Group and Steering Group
• Management of Network Rail deliverables
• Monitor expenditure against DSA / IA
• Ensure coordination with other scheme elements
• Land / station change related matters
• Risk management
• Jackie Miller (Network Rail)
• Sarah Wharton (Network Rail)
• Krista Varley (Network Rail)
• Property Services
• Mike Rothwell (Merseytravel)
4 weekly
Merseytravel Internal Working Group
• Generate reports as requested by Project Working Group and Steering Group
• Management of Merseytravel deliverables
• Updates on development and delivery of car park and interchange elements
• Review progress on scheme elements
• Review of scheme spend and cost profile
• Ensure internal coordination between scheme elements
• Land matters, including acquisition and planning
• Risk management
• David Jones (client)
• Mike Rothwell (project manager)
• Norman Reece (scheme delivery, asset management)
• Colin Dever (programme management)
• David Egerton (land)
Fortnightly (subject to
review)
Source: Merseytravel
A project specific Project Working Group has been established. Chaired by Merseytravel this is attended
by Network Rail, Northern Rail (as the Station Facility Operator) and St Helens Borough Council. This
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provides stakeholder level project management of the scheme and helps to provide the required liaison
between the main stakeholders in a formal forum. This Project Working Group will be supported by the
delivery groups of the scheme elements and will itself report up to a higher level Project Steering Group
attended by senior level stakeholder representatives. Network Rail and Merseytravel have both
established internal working groups to discuss technical aspects of their individual elements of the scheme.
6.3 Assurance
The scheme is subject to the gateway reviews as part of GRIP as detailed in Figure 6.7 below. The key
milestones for the project are clearly set out in Table 6.2 below.
Table 6.3: Scheme Key Milestones- Newton-le-Willows Interchange
Milestone Projected Completion Date
Options Appraisal Report Completed April 2014
Outline Business Case Completed August 2014
Land procurement: exchange of contracts for site B November 2014
Full Business Case November 2014
Land procurement: transfer of ownership for site C December 2014
Station related elements: completion of GRIP 3 June 2015
Completion of bus interchange and car park design June 2015
Full Planning Permission for bus interchange and car park June 2015
Clearance of site C and creation of temporary car park June 2015
Bus interchange: commence construction on site August 2015
Land procurement: vacant possession of site B November 2015
Station Change completed November 2015
Station related elements: completion of GRIP 4 March 2016
Station related elements: Full Planning Permission and Listed Building Consent
March 2016
Station related elements: completion of GRIP 5 July 2016
Station related elements: commence construction on site July 2016
Station related elements: construction completed February 2018
Overall scheme: construction completed March 2018
Scheme completed March 2018
Source: Merseytravel
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Figure 6.7: GRIP and Business Case programme
Source: Merseytravel
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6.3.1 Approvals Process
A range of different approvals will be required in relation to the scheme including the following:
� All activities undertaken by Merseytravel are governed by the Constitution under which it operates.
� For financial activity, for the appointment of required consultants/contractors or for entering into the
requisite Agreements with Network Rail approval will be required from Merseytravel or for activity of
less than £100k through the Delegated Decision approvals process;
� Network Rail will require to apply for their own internal approvals to allow the third party investment to
take place and the necessary Agreements to be drawn up and entered into;
� Outline and Full Planning Approval will be required for the bus interchange and car park elements of
the scheme;
� Traffic Regulation Orders will be required for certain highway elements of the scheme;
� Listed Building Consent and potentially Planning Approval will be required for the rail related elements
of the scheme;
� ORR approval of Station Change will be required for rail related elements of the scheme; and
� Relevant licences from utilities (e.g. United Utilities discharge licence)
6.3.2 Planning Process
Early discussions have been held with St Helens Council relating to the planning application. It has been
determined that the application will follow the Development Team Approach (DTA). This has been
introduced by St Helens Council and is designed to help developers and to give guidance and advice on
the information required during the planning process.
This approach allows the developer to engage with the Council and other statutory bodies with an interest
in the project. The DTA-coordinator acts as a single point of contact and chairs all meetings arranged
during the project lifetime. Subjects discussed will include planning policy and procedures, timescales of
the scheme and any consultation requirements.
The first DTA meeting was held on 6 November 2014, and included officers from Merseytravel, Network
Rail and St Helens Council. This set out various issues which will need to be addressed in the planning
application, including access arrangements, noise and environmental impacts.
6.4 Delivery Programme
Although a single scheme the methodology adopted for the delivery of the design and construction of the
provisions of the Newton-le-Willows Interchange scheme is for the rail related elements and the car
park/bus interchange elements of the scheme to be implemented by different routes, under the
management and co-ordination of Merseytravel.
A phased approach for the delivery of the scheme is being developed to provide a safe working
environment and to enable a clear segregation of work sites (and associated establishment) in accordance
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with CDM regulations. It is also planned to minimise any disruption to existing users of the station
(including users of existing car park) and to maintain safe access/egress to and from the station.
6.4.1 Rail Related Scheme Elements
Simplistically defined as elements of the scheme on land within Network Rail ownership and within the
Station Lease area for which Northern Rail are the current SFO (Station Facilities Operator), namely:
� New Ticket Office at car park/interchange level (including rail and bus staff facilities);
� New stepped access from car park/interchange level to subway and platform levels;
� New step-free access (lift) from car park/interchange level to subway and platform levels;
� New under-track subway;
� New stepped access from level of existing station entrance (north side) to subway and platform levels;
� New step free access (lift) from level of existing station entrance (north side) to subway and platform
levels;
� Step free access between platforms;
� Related accessibility improvements;
� New platform passenger waiting facilities;
� Improved passenger information provision;
� DDA compliant toilet provision at ticket office and north side lift entry levels;
� Protection of existing Grade II Listed station building and identification of potential future use;
� Amendment and enhancement of existing station signage; and
� Review and enhancement of security provisions.
Design and delivery of all rail related scheme elements is proposed to be through Network Rail and
appropriate consultants/contractors identified and appointed by them. Development and delivery of the
scheme will accord with the requirements of the appropriate stages of GRIP (Guide to Railway Investment
Process).
Design Stage
The design stage for the rail related elements will include:
� Review of work previously undertaken as part of GRIP 3 Feasibility Study undertaken on behalf of
Merseytravel in 2003. Design will commence upon verification of preferred option incorporating
requirements related to the Interchange Scheme in its current form;
� Liaison with all internal disciplines to gain understanding of their requirements from the scheme, ensure
their buy in to scheme deliverables and efficient hand-back and on-going maintenance upon
completion of scheme;
� Outline and detailed design in accordance with all relevant Network Rail Group Standards, and
complying with DfT Code of Practice for Accessible Train Station Design for Disabled People and
client requirements;
� Undertaking of all relevant surveys;
� Obtaining of all related internal design approvals;
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� Co-ordination of design with that for Car Park / Bus Interchange elements of the scheme and
undertaking of relevant Inter Disciplinary Checks;
� Obtaining of all relevant planning approvals as applicable (including listed building consent);
� Promotion and undertaking of related Station Change;
� Identification of potential uses for existing Grade II Listed Station Building and design of such; and
� Issue of Approved for Construction drawings and liaison with contractor (and their sub-contractors)
during implementation.
Implementation Stage
The implementation stage for the rail related elements will include:
� Implementation of designed scheme;
� Co-ordination with contractor/s delivering other phases of the scheme;
� Adherence to agreed phasing plan;
� Discharge of any related Planning Approval conditions;
� Obtaining all necessary possessions / isolations;
� Implementation of scheme in a safe and efficient manner minimizing disruption to users of the station
and the station’s neighbours; and
� Successful sign-off / hand-back of scheme to relevant Route Asset Stewards and Station Facilities
Operator (SFO).
6.4.2 Bus Interchange / Car Park Elements
This work may be defined as elements of the scheme on land within Merseytravel ownership and
operational/maintenance responsibility, namely the following:
� Increased car park provision (projected number of spaces, inclusive of blue badge spaces, is 440);
� Dedicated drop-off and pick-up point;
� Taxi facility;
� Bus interchange including three stands (complete with shelters and accessibility kerbing) and lay-over
bay;
� Access/egress road junction safety improvements including introduction of controlled junction and
crossing point);
� Secure cycle parking;
� Relevant local and strategic highway signage;
� Any necessary amendment to existing, or introduction of new, TROs to facilitate safe and effective
usage of interchange;
� Passenger information including potential provision of Real Time bus information;
� Review and potential revision of existing bus stops in the locale in the light of the creation of the
interchange and the relocation of the focus of station facilities (ticket office) to the south of the rail
alignment;
� Safe walking routes within car park / interchange; and
� CCTV and other secure by design provisions.
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Design Stage
The design stage for the bus interchange / car park elements of the scheme will include:
� Outline and detailed design in accordance with all relevant standards, and complying with DfT Code of
Practice for Accessible Train Station Design for Disabled People and client requirements;
� Undertaking of all relevant surveys;
� Liaise with Statutory Undertakers;
� Consultation with all relevant stakeholders (including bus operators, highways and planning authority);
� Obtaining of all relevant outline and full planning approvals (including relevant Transport and
Environmental Assessments);
� Gain all relevant licences;
� Co-ordination of design with that for rail related elements of the scheme and undertaking of relevant
Inter Disciplinary Checks;
� Issue of Approved for Construction drawings and liaison with contractor (and their sub-contractors)
during implementation;
� Liaison with all relevant internal disciplines to gain understanding of their requirements from the
scheme, ensure their buy in to scheme deliverables and efficient hand-back and on-going maintenance
upon completion of scheme;
� Identification of and application for all relevant TRO’s; and
� Design completed so as to enable achievement of Park Mark accreditation upon scheme.
Implementation Stage
The implementation stage for the bus interchange and car park elements will include:
� Implementation of designed scheme;
� Co-ordination with contractor’s delivering other phases of the scheme;
� Adherence to agreed phasing plan;
� Discharge of any related Planning Approval conditions;
� Implementation of scheme in a safe and efficient manner minimizing disruption to users of the station
and the station’s neighbours;
� Entering into any required Basic Asset Protection Agreement with Network Rail due to proximity of
some elements of the scheme to rail owned land and structures (e.g. embankment); and
� Successful sign-off / hand-back of maintenance of scheme to Asset Management.
A detailed scheme delivery programme is included as Appendix P.
6.4.3 Scheme Exit Strategy
An exit strategy will be initiated that reflects the approach being adopted for the design and delivery of the
scheme including the following key elements.
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Rail Related Elements
All rail related elements of the scheme will be upon land within Network Rail’s ownership and within the
Station Lease area of the Station Facility Operator (SFO). Upon completion of the works sign-off / hand
back to Network Rail will take place. No liability for the provisions of the scheme will remain with
Merseytravel following hand-back to Network Rail. In principle, the provisions of the scheme on rail owned
land will pass into the ownership of Network Rail. The station change will reflect any amendments to the
Station Lease area and the assets within it consequent to the scheme.
The Annexes to the revised Station Lease will identify the maintenance, repair and renewal responsibilities
(Network Rail / SFO) for the assets introduced (as well as existing station assets) and the bearer of
associated costs. The potential exception to this is the proposed bus operational staff facility within the new
ticket office the maintenance and cleaning responsibility of which will require determining prior to scheme
completion.
Bus Interchange / Car Park Elements
All scheme related elements on Merseytravel owned (or leased) land remain in Merseytravel ownership
and thus the maintenance, repair and renewal liability for them sits with Merseytravel. Before completion of
the scheme a robust cleaning and maintenance regime will have been identified and agreed with
Merseytravel’s Asset Management.
Upon completion of the scheme Merseytravel’s internal client department and Asset Management
maintenance management will sign-off the scheme. Maintenance and repair responsibility will then pass to
Asset Management. All costs associated with liabilities will be borne by Merseytravel.
6.5 Risk Management Strategy
The production of a risk register forms an integral task associated with standard project management
procedures that are conducted by either Merseytravel or Network Rail. The risk register for the scheme will
be reviewed regularly throughout the detailed design, procurement, construction and also post-construction
phases of the scheme as a standard item to be addressed by the Project Delivery Group. Any unresolved
or significant issues or problems which are identified or that occur will be escalated through the appropriate
governance processes that are put in place. The risk register will capture high level risks and any issues
identified for the different scheme elements (including rail-related and bus interchange/car park elements)
during their development and subsequent implementation. At this stage the key risk areas have been
identified as follows:
� Project costs are underestimated;
� Physical / structural issues at the site, especially level differences; and
� Potential land ownership issues related to the selected site for the scheme.
A risk and issues workshop was held on 22 October 2014. The outcomes of this workshop have helped to
update the risks included in the QRA, and each risk has been assigned to a Merseytravel officer to track
and manage.
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6.5.1 Risk Assessment
Further details on the risk assessment (QRA) undertaken for the scheme are included in chapter 4 where
key risk components have been identified together with likelihood, impact on cost and also anticipated
mitigation measures to address these risks. A summary of the top three key risks that have been identified
for the project are set out in Table 6.4 below.
Table 6.4: Summary of key risks
Risk Event Consequence Mitigation Probability Impact
Project costs are underestimated.
Unable to complete project; delivery of scheme is delayed or jeopardised
Robust contractual arrangements with designers/deliverers of all elements of the scheme. Contract with Network Rail to deliver station improvements will include contribution to risk funds which potentially accounts for cost overruns. Some risk transferred to Network Rail. Appropriate optimism bias is included in the cost estimates.
25% Medium
Physical / structural issues at the site, especially level differences.
Scheme delays and cancellation.
Detailed site survey works to be undertaken to identify and scope out any issues.
30% High
Potential land ownership issues related to the selected site for the scheme, e.g. Department for Education and Coal Authority.
Delivery of scheme is delayed and jeopardised
Land ownership issues to be sorted at early stage.
30% High
Source: Mott MacDonald
A full list of identified risks is included in the Quantified Risk Assessment included in Appendix N.
As part of the risk assessment workshop in October 2014 the full list of risks were discussed. Each risk
was assigned to the organisation best placed to manage that risk (and this is replicated in the transfer of
risk in the various contracts for the scheme). In addition, for each risk a Merseytravel officer has been
identified; they will be responsible for tracking that risk throughout the course of the scheme, and liaising
with partners as appropriate in order that appropriate mitigation measures can be adopted to minimise the
chance of the risk occurring. A full list of the risks identified, together with the officer assigned to track that
risk, is shown in Appendix Q.
The four working groups which have been constituted provide opportunities to discuss project risks, with
ultimate responsibility for risk resolution dealt with by the Steering Group.
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6.5.2 Evidence of Delivery of Similar Projects
A number of projects relating to improved access and expanded car parking facilities have recently been
undertaken on Merseyside. A summary of recent projects is included in Table 6.5 below, with selected
projects discussed in more detail.
Table 6.5: Recent projects delivered by Merseytravel
Scheme Date Elements Delivered on Time Delivered on
Budget
Birkenhead North 2014 Accessibility Yes Yes
Birkenhead North 2012 New car park Yes Yes
Bidston 2012 New car park Yes Yes
Liverpool Central 2012 Accessibility and refurbishment Yes Yes
Sandhills 2009 Accessibility and refurbishment Yes Yes
Bootle Oriel Road 2008 Accessibility and refurbishment Yes Yes
St Helens Central 2007 Accessibility and refurbishment Yes Yes
Source: Merseytravel
Birkenhead North
Merseytravel managed the delivery of improved access arrangements and a park and ride facility at
Birkenhead North in two phases. The first phase of the works provided a 274 space car park with
dedicated Blue Badge spaces, lighting and CCTV coverage. This was delivered between August and
December 2012. The second phase of the works, valued at £2.75 million, was undertaken jointly with
Network Rail to deliver the project over an eight month period, commencing in September 2013 and
opening on time in April 2014. The scheme comprised the following:
� Removal of the existing station footbridge and provision of a temporary structure during the works;
� Construction of two new lift shafts, including one on a narrow island platform; and
� Construction of two new bridge sections to span across four operational railway lines.
The scheme overcame a number of challenges during delivery, including variable ground conditions, the
need to maintain the operation of the station, and the requirement to undertake major work elements
during night time closures of the railway.
This scheme shows how a car park and station improvement scheme can be delivered across two
sequential phases, as will be the case at Newton-le-Willows. The scope of the car park works at
Birkenhead North is similar to that proposed at Newton-le-Willows, whilst the access improvements shows
Merseytravel and Network Rail collaborating closely to deliver a project on time and to budget.
Liverpool Central
Merseytravel were involved in a joint project with Network Rail and Merseyrail managing the delivery of
improvements to the concourse at Liverpool Central. Works were jointly funded by Merseytravel and the
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European Regional Development Fund (ERDF). Merseytravel were responsible for day-to-day liaison with
the Project Managers and Contractor to ensure continuity of delivery in line with the design requirements
whilst also ensuring works remained on time and on budget.
The scheme included the following elements:
� Provision of enlarged concourse areas and integration of lift access into the concourse area;
� Improved passenger flow, through changes to the ticket gatelines;
� Creation of new passenger waiting areas;
� Improved lighting and CCTV coverage; and
� Refurbishment of floor, wall and ceiling finishes.
The scheme at Liverpool Central was split into two distinct areas, with one part of the project dealing with
the surface level station concourse and one part dealing with the sub-surface station platforms.
Merseytravel were responsible for the concourse works whilst Network Rail were responsible for works at
the platform level. The project demonstrates that Network Rail and Merseytravel have previously worked
in close collaboration to deliver a high profile project, with the refurbished station winning several awards,
including Station of the Year at the National Rail Awards in 201315
.
St Helens Central
Merseytravel and Network Rail managed the delivery of a £6 million investment to upgrade the existing
station; this included funding from the Department for Transport’s Access for All fund. The scheme
included:
� New iconic station building with improved environment in the ticket office;
� Lift access to the platforms via a new station footbridge;
� Improved passenger information screens on the platform and in the ticket office; and
� Improved car and cycle parking facilities, including for Blue Badge holders.
Again this shows close co-operation between Network Rail and Merseytravel for a scheme of similar scope
to that proposed at Newton-le-Willows.
6.6 Communication and Stakeholder Management
Due to the complex nature of the railway industry and the location of Newton-le-Willows at the eastern
edge of Merseyside there are a number of stakeholders in the scheme. The identified stakeholders are
summarised in Table 6.6 below.
15
http://www.merseytravel.gov.uk/about-us/media-centre/news/Pages/Liverpool-Central-Station-scoops-second-award-in-a-month.aspx
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Table 6.6: List of key stakeholders
Organisation Roles / Impacts
Liverpool City Region Combined Authority Combined authority for Merseyside and Halton with statutory responsibility to co-ordinate and promote public transport use in the area.
Merseytravel Implements the Combined Authority’s policies with its own functions, duties and responsibilities.
Department for Transport Overarching responsibility for rail strategy – need to be aware of any proposals which impact on rail revenue, and require proposals to have a robust business case.
Network Rail Owns the railway infrastructure and accountable for operation, maintenance and renewal of network assets.
Office of Rail Regulation
Issues and modifies licences to operate trains and stations. Any changes to station facilities require a ‘station change’ which change station access agreements and requires ORR approval.
Northern Rail Station Facility Operator (SFO) and train operator providing majority of services at Newton-le-Willows.
Arriva Trains Wales Train operator providing services at Newton-le-Willows.
Bus operators Current operators of services in the Newton-le-Willows area.
Rail Heritage Trust Preservation and upkeep of listed structures on the railway network.
St Helens Borough Council Local Authority for Newton-le-Willows area responsible for determining the planning application of the scheme.
Wigan Borough Council Adjacent Local Authority; residents of local authority are likely to benefit from scheme (rail heading from local area to Newton-le-Willows).
Warrington Borough Council Adjacent Local Authority; residents of local authority are likely to benefit from scheme (rail heading from local area to Newton-le-Willows).
Access groups Various support groups within St Helens area for those with accessibility problems.
Rail user groups Groups representing rail users, for example North Cheshire Rail User Group
Rail users Will directly benefit from improvements at the station.
Public / residents Impacted by changes in traffic flows, noise and air quality resulting from larger car park at station.
Source: Mott MacDonald
Network Rail owns the railway infrastructure. They lease the station to the Station Facility Operators
(SFO), which in the case of Newton-le-Willows is Northern Rail. The project at Newton-le-Willows has
been discussed at the regular six-weekly liaison group meetings chaired by Merseytravel, with Network
Rail and Northern Rail also attending. This liaison group is an informal gathering that allows for
information exchange between the three respective organisations of various projects that are relevant to all
three organisations.
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Support for the Newton-le-Willows scheme has been indicated by both Network Rail and Northern Rail at
the liaison group meetings. In particular discussions between Merseytravel and Network Rail have now
signed a Development Services Agreement to progress the design of the station.
Letters of support from bus operators are being actively sought by Merseytravel, whilst it is noted that
Northern Rail have provided Merseytravel with a letter of support for the scheme, which is included as
Appendix B. As part of the scheme development discussions are continuing with the local bus operators
on the development of the bus interchange element Issues relating to the local parking problems and
congestion that are currently experienced will be resolved as part of the new design with the introduction of
a new signal controlled access to the car park and associated traffic regulations to support this. The
majority of services operating within Newton-Le-Willow area will serve the station including Routes 22, 141,
360 and 603 will all provide direct connections to the station using the interchange. Further discussions are
ongoing on Route 34 to see if this can also serve the station depending on having sufficient running time in
the scheduling.
Although no formal consultation has been undertaken on the project to date, various comments have been
recorded in support of the scheme. These range from local authorities and members of the public, as
shown in Table 6.7.
Table 6.7: Comments relating to the problems and proposed improvements at Newton-le-Willows
Source Comments Date
Comments received by Merseytravel via the Respond system
• “A quarter of the new spaces created have replaced existing ones lost. This has now resulted in the residents at 129-155 Mill Lane having to endure the front of our houses becoming the overflow car park for the station….I along with other residents are fed up with this situation and want Merseytravel to do something to alleviate the problem you have created”
• “I am writing to complain about the misuse of the car park at Newton-le-Willows. I travel every day from the station to Manchester. At 07:00 the car park is now at capacity and there are quite often vehicles parked overnight belonging to the adjacent car dealership….may I suggest that you introduce a monitored ‘no overnight parking’ or charging regime so that commuters have a better chance to park in the mornings”
• “I wish to complain about the car parking at Newton-le-Willows. I have a rail season ticket and therefore travel everyday and myself and many other passengers are tired of complaining about the car garage next to the station using the station car park as an extension of its forecourt…rail providers using the station are losing money over this issue as this morning I could see many people arriving to park only to have to turn away and either drive into work or find another rail route”
November 2014
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Source Comments Date
Golborne and Lowton Infrastructure Assessment, Wigan Council
“Newton-le-Willows station provides frequent rail services into Warrington, Liverpool and Manchester, but it suffers from a lack of parking provision. Further work would be required with Network Rail, TfGM and Merseytravel to help ensure bus connections serve the passenger demands to and from the station, but also consideration is given to improving the parking provision (which is currently very limited, and relies heavily on on-street parking opportunities nearby)”.
November 2013
Comments received during Park and Ride survey at Newton-le-Willows following opening of existing car park (Merseytravel, 2012)
• “Glad it’s finally opened but there isn’t enough parking and not many other alternatives”
• “I am told by station staff that the new car park is full by 8am. As I travel later the car park is of no use to me”
• “It is sometimes quite full even at around 07:30 in the morning. Newton-le-Willows is a popular train station and I think the park and ride facility could be bigger to reflect this”
• “It’s an excellent facility but I have been unable to use it as it is always full”
• “Could the park and ride facility be extended?”
• “By 08:15 it is usually full, so I can’t get a space. Also I suffer from arthritis in my knee, so the steps down from the car park followed by steps up to the station, then the steps up to the platform, standing waiting on the platform (not enough seats….means I am always in a lot of pain by the time I reach work”
• “My local trains are slow and at inconvenient times leading me to have to travel so far to use Newton, which is expensive and parking is very poor”
• “The park and ride facility is great, but not big enough. It usually full by the time I attempt to use it”
• “There is still a shortage of parking, and if you do not arrive at the station early it is impossible to park”
• “Very good car park, however the size is insufficient for the demand at this station. Difficult to get a space. Still need to park on roads approximately 70% of time”
November 2012
Source: St Helens Council and Merseytravel press releases, Wigan Council and Merseytravel
There are a range of issues raised, mainly related to a lack of car parking. This is a result of demand at
the station outstripping the available spaces, and also a known enforcement issue at the car park
associated with adjacent business. Overflow parking outside nearby residential properties is also an issue.
Although existing passengers have generally welcomed the car park at Newton-le-Willows, there are some
remaining issues (as identified above). These relate to the lack of parking provision at the station, and
especially the fact that the car park fills-up early in the morning. This typically means that those
passengers arriving later in the morning, especially in the off-peak period, cannot make use of the facility.
There are also ongoing issues for those with mobility problems related to stepped-access both to access
the car park and within the station to access the platforms.
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Respond is a Customer Response Management system utilised by Merseytravel. It is used to record
comments, complaints and compliments from customers of Merseytravel. Where there are specific queries
that require an action, the appropriate Merseytravel Officer is identified; any response which they provide is
also recorded in the system. As the project moves forward comments from the Respond system will be
provided to the wider project team, so as to keep up-to-date with public concerns in the local area.
A Stakeholder Communication and Management Strategy has been developed for the project, and this is
included for completeness as Appendix R. This is designed to fulfil the aims of the Merseytravel Corporate
Plan and the associated Corporate Communications Strategy, which is also included as Appendix S for
completeness.
A summary of the Stakeholder Communication and Management Strategy, highlighting the proposed
methods of engagement with the identified stakeholders is shown in Table 6.8.
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Table 6.8: Proposed methods of engagement with identified stakeholders
Stakeholder Method of Engagement
Department for Transport
• Report submissions as required
• Conformance to any publicity requirements related to funding
• Give due recognition on scheme publicity and associated scheme boards/plaques
• Conformance to requirements of Northern re-franchising process
• Submit relevant information into re-franchising data room
• Engage with bidders as appropriate
Local Enterprise Partnership
• Submission of Business Case for approval
• Submission of reports on project as required
• Preparation and submission of monitoring reports
• Provide information related to scheme as requested
• Provide briefings to TAG members
• Conformance to any publicity requirements related to funding
• Give due recognition on scheme publicity and associated scheme boards/plaques
Liverpool City Region Combined Authority
• Submission of reports on project as required
• Provide scheme briefings as requested
• Conformance to any publicity requirements pertinent to the scheme
• Give due recognition on scheme publicity and associated scheme boards/plaques
St Helens Council
• Access to reports submitted to LEP and LCR CA as members of each body
• Scheme Steering Group member
• Scheme Project Working Group member
• Scheme Comms Group member
• Planning / Listed Building Application process (Development Team Approach)
• Attendance of Merseytravel Customer Forums
• Joint party in undertaking Public Consultation
• Give due recognition on scheme publicity and associated scheme boards/plaques
• Highways authority engagement including regarding signage (temporary and permanent)
• Provision of information to enable web-site to be kept upto date regarding scheme
Members of Parliament • High-level briefings on scheme and its provisions, implementation impacts and status
• Response to specific enquiries
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Stakeholder Method of Engagement
Councillors
• Scheme briefings from appropriate level
• Response to specific enquiries
• Merseytravel Committee attendance
Network Rail
• Scheme Steering Group member
• Scheme Project Working Group member
• Scheme Comms Group member;
• Project design/delivery meetings
• Joint party in undertaking Public Consultation
• Give due recognition on scheme publicity and associated scheme boards/plaques
• Up-to-date information for general public utilising information/help line
• Relevant Station Change submission
Station Facilities Operator (currently Northern Rail)
• Scheme Steering Group member
• Scheme Project Working Group member
• Scheme Comms Group member
• Specific project design/delivery meetings
• Provision of information to enable customer services department and web-site/twitter to be kept upto date regarding scheme
• On site briefings during construction period
• Provision of information
• Provision of information to enable updating of station details on National Rail website
Train Operating Companies
• Scheme related information ahead of Station Change application
• Advisement of operational impacts during construction and following implementation
• Consultees to Station Change process
Office of Rail Regulation • Information relevant to Station Change submission
Passengers
• Before surveys
• Public consultation event(s)
• Publicity – leaflet distribution, poster display, timetable advertisements, website content (Merseytravel, Network Rail, St Helens, SFO), twitter content, scheme board
• User group attendance
• Merseytravel Customer Forum attendance
• Respond system
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Stakeholder Method of Engagement
Passenger Focus • Design information provision
• Meetings as required
Local Residents
• Information letter distribution
• Public Consultation
• Specific communication as times of potentially disruptive or disturbing construction activity
• Designated point of contact for comments / complaints during construction
• Respond system
Media
• Briefings at appropriate stages of scheme development and implementation
• Site visits as appropriate
• In depth briefings / reports to Transport Press
Rail North
• Merseytravel attendance at appropriate Rail North forums
• Briefings as requested
• Response to specific enquiries
British Transport Police • Specific meetings during design development
• Design review
Emergency Services
• Specific meetings during design development and implementation
• Design review
• Sign off of emergency plans
Health and Safety Executive • Submission of relevant F10
• On-site inspections during construction
Railway Heritage Trust
• Specific meetings as required
• Design review via meetings or electronic media
• Advisement on Listed Building Consent matters
• Dialogue regarding potential financial contribution
Historic England • Advice on Conservation and Listed Building Consent matters
Statutory Undertakers • Advice on implications of potential additional take up of services
Neighbouring Businesses
• Information letter distribution
• Public Consultation
• Specific communication as times of potentially disruptive or disturbing construction activity
• Designated point of contact for comments / complaints during construction
• Respond system
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Stakeholder Method of Engagement
Bus Operators
• Merseytravel Bus Operator forum
• Specific meetings for design review
• Liaison meetings with SFO
Chamber of Commerce
• Existing St Helens related forums
• Formal individual briefings as required
• Public Consultation
Source: Merseytravel, Stakeholder Communication and Management Strategy
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As the scheme progresses the Stakeholder Communication and Management Strategy will be updated to
reflect the various proposed methods used so that elected representatives, nearby residents and the wider
general public can be advised on the progress with the scheme and key activities that are planned with
regards its development and implementation.
6.7 Monitoring and Evaluation
The Magenta Book16
provides Central Government guidance on evaluation and details best practice that
should be followed. This identifies that evaluation should be “proportionate to the risks, scale and profile of
the policy”. It also identifies the types of evaluation, namely process evaluation (i.e. how the policy was
delivered) and impact evaluation (i.e. what difference the policy made). Based on the economic
assessment there are a number of headline demand forecasts for 2034. These include:
� 48,900 new journeys from station improvements;
� 50,600 new journeys from park and ride enhancements;
� 4,700 new walk-up journeys; and
� 1,700 new journeys from bus interchange improvements.
16
The Magenta Book: Guidance for evaluation, HM Treasury, April 2011
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Figure 6.8: Newton-le-Willows Monitoring Causal Chain Diagram
Source: Merseytravel
Given the importance of demonstrating clear links between the outputs from the scheme and their
outcomes and how these support the project objectives, a causal chain diagram has been produced which
highlights the expected outputs, outcomes and impacts of the scheme as a whole and details the
measures Merseytravel intend to use to assess the success of the scheme against its strategic outcomes
and impacts. The proposed measures will provide both quantitative and qualitative data which can be
analysed and evaluated as set out in the table below, to assess success of the scheme in meeting its
objectives.
A number of key outcomes have been identified including:
� Improved access to the station;
� Improved passenger experience and satisfaction with the station;
� Improved accessibility to employment sites, education and leisure;
� Mode shift to sustainable modes (particularly bus and rail services); and
� Increase in the levels of park & ride usage.
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The key impacts from the scheme will be:
� An increase in rail patronage;
� An increase in public and sustainable transport to access the station (including increased levels of bus,
walking and cycling); and
Economic growth and uplift in job growth and opportunities in terms of impact evaluation, a number of
potential data sources have been identified which could be of use in considering the effectiveness of the
scheme. These are summarised in Table 6.9 below.
Table 6.9: Possible Data Sources and Relevant Performance Indicators for Monitoring and Evaluation
Subject Data Source Measures Outcome
Access for mobility impaired
National Passenger Survey
Surveys at station
% disabled users satisfied that needs were met
% disabled users satisfied with arrangements
% occupancy of blue badge parking spaces
Increase in all measures
Level of use of park and ride facilities
National Passenger Survey
Surveys at station
% satisfied with car parking at station
% of demand travelling to station by car and parking at station car park
% occupancy of car park
Increase in all measures
Level of use of cycle parking facilities
Surveys at station % occupancy of cycle racks Increase in all measures
Interchange facilities
National Passenger Survey
Data collection exercise
% satisfied with connections to public transport
% of demand travelling to station by bus
Increase in all measures
Station environment
National Passenger Survey
% satisfied with overall station environment
Overall station satisfaction rates
% satisfied with personal security at station
Increase in all measures
Overall demand at station
Data collection exercise
ORR station footfall
Boarding and alighting surveys at the station on surveyed trains
Entries and exits at station
Increase in all measures
Mode of access to station
Data collection exercise or NPS data
% of demand travelling to station by:
Cycle
Bus
Car (dropped off / as passenger)
Car (as driver)
Taxi
On foot
Switch to more sustainable modes.
Calculate actual demand by mode (link percentages to demand) and aim for an increase in access by public transport
Source: Mott MacDonald
The National Rail Passenger Survey (NRPS) provides twice yearly surveys on a representative sample of
journeys, undertaken in both spring and autumn. This looks at specific details of service and allows a
comparison over time.
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There are some weaknesses in the survey, in that in order to gain a representative sample the stations
included in one survey ‘wave’ may not necessarily be included in the next survey. In order to be able to
use the data to monitor improvements at Newton-le-Willows we would have to be confident that the station
was included in both a ‘before’ and several ‘after’ survey ‘waves’. This will be discussed with Passenger
Focus who are responsible for NRPS. Should this not be possible then bespoke surveys at the station
would be required to collect this data.
Merseytravel have undertaken boarding and alighting count surveys on trains through Newton-le-Willows,
and which potentially for the basis for regular monitoring in future, providing information on the numbers of
passenger using the station for each service. In the past, the surveys have been limited to the Liverpool
Lime Street-Manchester Victoria stopping service; ideally the Liverpool Lime Street-Manchester Airport and
the Chester-Manchester Piccadilly services should also be surveyed to provide a complete picture.
Another potential data source is to contact the relevant Train Operating Companies (TOCs), Arriva Trains
Wales and Northern Rail, and request permission to use any train count data that they may hold for the
relevant routes. The targets and measures of the schemes success need to be established once the
baseline data is available.
Although several data sources for monitoring the project have been identified, this data is either dated (i.e.
train counts from 2011) or has not been collated. An appropriate, up-to-date baseline position will need to
be established before meaningful targets are established.
6.8 Conclusions
The Newton-le-Willows Interchange scheme will be delivered over a four year period with the scheme
completed by the end of March 2018. Information provided in the management case evidence
highlights that:
• Robust governance, assurance (through the GRIP stages) and risk management processes
are in place to deliver the scheme;
• As part of the risk assessment and QRA process risks have been taken into account – this
was further informed by a risk workshop undertaken in October 2014;
• A list of key stakeholders relating to the project have been identified and a Stakeholder
Communication and Management Strategy has been developed to ensure that effective
engagement takes place through the different stages of scheme delivery; and
• A set of potential Key Performance Indicators (KPIs) have been identified to help establish a
monitoring and evaluation framework to assess the success in meeting its objectives which
will be further developed for the full business case.
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7.1 Summary
The proposed Newton-le-Willows Interchange scheme performs well against each of the five cases set out
above as summarised in Table 7.1 below.
Table 7.1: Business Case summary
Case Measure of success
Strategic Case
It has a robust case for change with a number of clearly identified problems in terms of accessibility and capacity to cater for more public transport users and ensuring that the rail station contributes to the growth of the LCR economy.
Economic Case The scheme demonstrates a high value for money taking into account transport, reliability and wider economic benefits.
Finance Case
The scheme cost is considered proportionate and affordable relative to the scale of problems to be addressed and predicted benefits generated by the scheme in terms of improved accessibility and wider economic benefits.
Commercial Case The scheme is commercially viable and can be procured effectively by Merseytravel and Network Rail. Both have signed a Development Services Agreement to further develop the scheme.
Management Case The scheme is achievable and both Merseytravel and Network Rail have the necessary procedures in place to ensure successful delivery.
Source: Mott MacDonald
7.2 Conclusions
7 Summary and Conclusions
The Outline Business Case for the Newton-le-Willows Interchange scheme presents a clear rationale
for investment, providing strong evidence that investing in new infrastructure including:
• Addressing key issues for the area in terms of improving access to the rail network and
increasing opportunities to access employment sites;
• Delivering on core local, regional and national government objectives and holding political
and public support across the LCR;
• Providing high value for money with a strong BCR of 3.36; and
• Demonstration that the processes in place and programme for developing and implementing
the scheme are robust, deliverable and achievable.
The scheme will deliver a strategic transport hub which will link local multi-modal transport (buses,
taxi, cycle and park & ride vehicles) with strategic rail links across the country. It will also build on the
electrification programme currently being taken forward separately to the scheme and contribute to
the promotion and development of public transport and encourage modal shift towards more
sustainable modes of travel.
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