£100M Pothole fund boost

Transport Secretary Chris Grayling has confirmed a further £100M is being given to councils to repair local roads following severe winter weather.

Local roads have been badly affected by recent winter weather with potholes and other storm damage, plaguing local road users. The extra funding has been granted in order to assist local councils repair almost two million potholes, as well as help protect the roads from any future severe weather.

Some £75M in government funding has already been given to councils from the Pothole Action Fund this year, as well as an additional £46M boost for highways authorities announced just before Christmas.

Transport Secretary Chris Grayling said: “People rely on good roads to get to work and to see friends or family.

“We have seen an unusually prolonged spell of freezing weather which has caused damage to our local roads.

“We are giving councils even more funding to help repair their roads so all road users can enjoy their journeys without having to dodge potholes.”

Across the country, the government funding is already being put to good use, from £2.5M allocated to Devon County Council to quickly repair the A379 which was badly damaged by Storm Emma, to more than £900,000 invested in funding innovations using connected vehicles, which will help councils more efficiently manage and plan maintenance works, by providing councils with data to enable them to repair potholes before they occur, as well as maintain their other assets more effectively.

However, the Freight Transport Association (FTA), which represents more than 17,000 businesses moving goods and services across the country, has questioned why the fund announced is insufficient to repair all of the country’s damaged roads, considering the amount of money which the sector contributes to the Treasury.

“Any funding which aims to improve the state of the nation’s roads is welcomed,” says Christopher Snelling, head of UK policy at FTA, “but after years of chronic underinvestment, road maintenance has lagged behind what is required to keep our highways in top condition. The recent spell of cold weather has exacerbated problems which have been ignored for years, and the neglect of the road network has left many roads in a dangerous state for all road users.

“Independent research showed last year that HGVs pay enough tax alone to cover almost the whole of UK spending on road maintenance – three times more than the estimated cost of damage caused to infrastructure by their movement – so why is government eking out funding which is already in the national coffers, rather than investing in our roads?”

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Why architecture will always be a reflection of the society we live in

In 50 years, the skyscrapers being built today might well be looked at in the same way we now view the modernist, concrete tower blocks that gained popularity post-war, says planning expert Monika Juneja.

Trends suggest that, in the future, architects will have rather different priorities from the high-tech nature of modern skyscrapers, with their steel frames and glass cladding. Sustainability will only continue to gain importance as a concept as the years progress. Indeed there have been concepts submitted for wood-framed skyscrapers, as the next era of design focuses on being more in harmony with nature.

For example, cross-laminated timber is gaining popularity as a building material as it represents a lightweight, sustainable alternative to steel framed buildings. Construction times and carbon emissions would both be positively impacted by changes like these.

In the future, the urban experience and its associated effects on physical and mental health, will be a particularly important concern for designers and architects. What this means is that green spaces and access to nature is something that clients, as well as councils, will begin to demand before new projects can even get off the ground and receive planning consent.

This trend is already evidenced by projects such as the Sky Garden and Garden Bridge project in London. Though the Garden Bridge was a failed project, that it got so far in the development process shows that there is public appetite for designs that are heavily influenced by the natural world.

Anticipating the public’s demands and adapting to them will lead us down some interesting routes in terms of design. With real estate in modern cities already at a huge premium, there is a demand for more intelligent uses of their space. Multi-use spaces which are adaptable and modular will gain in popularity, and we might see increasingly creative ways of using the space available — for instance, ‘The Big Bend’, a recently proposed New York building which aims to circumvent the city’s strict zoning laws by curving back round on itself. Google’s proposed ‘landscraper’ HQ in King’s Cross is another example of creative design that re-thinks the way we currently view the urban landscape, as are award-winning proposals for a ‘side-scraper’ running the perimeter of Central Park, and a ‘shantyscraper’ proposal to better use the space in the centre of Chennai.

Today we view the concrete tower blocks of the 20th century as striking remnants of a city’s past, very much a product of their own era, reflecting a time when public priorities were quite different to those of today. In 50 years, the buildings we currently view as modern will, again, reflect an era when attitudes and concerns were different to those of the contemporary times.

Today’s skyscrapers are built to last with the most high-tech materials currently available, and are often comprised largely of office space. In the future, the onus will be on developers to use more sustainable materials, to blend the urban and natural landscapes as seamlessly as possible, and to provide spaces which offer many functions and host several utilities, as well as benefiting local communities.

 

Monika Juneja is a former cabinet member for planning and is now Director of consultancy, Fortitude Dynamics.

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New build up but housing target remains challenging

New figures have been released by the Ministry of Housing, Communities and Local Government which show an encouraging rise in new build dwelling completions.

However, even with a 16% rise year-on-year in 2017, the numbers fall well short of the government’s target of 300,000 by the mid-2020s.

2017 saw some 163,250 new build completions, and 162,180 new build starts. The statistics have also revealed relatively high rates of new build starts west of the London commuter belt and across the Midlands to East Anglia. Local authority areas with particularly high new start rates include Northamptonshire, Essex and South Derbyshire, while Croydon, Northamptonshire and Kent all recorded high completion rates.

Commenting on the new figures, Kelly Boorman, head of construction at audit, tax and consulting firm RSM said: “While the numbers show an encouraging upward trend, we still haven’t returned to pre-crash levels. The current figures also underline how difficult it will be for the government to meet its target of 300,000 new homes annually by the mid-2020s.

“Despite government efforts to improve the planning process, some developers continue to be frustrated by what they perceive to be unnecessary delays and obstacles in obtaining planning permissions.

“At the recent Spring Statement, the Chancellor reiterated the government’s plan to invest £44Bn to raise housing supply and provided an update on recent developments. Specifically, he mentioned the 44 authorities who have bid into the £4.1Bn Housing Infrastructure Fund and announced the deal with the West Midlands to commit to delivering 215,000 homes by 2030-31, facilitated by a £100M grant from the Land Remediation Fund.

“He also hinted at further policy announcements at this year’s Budget to address the problem of the gap between planning permissions granted and housing completions. While we don’t yet know the details, construction firms should be keeping a close eye on developments.”

 

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A look at how construction companies are using biometric technology to replace paper timesheets

Biometric technology and data capture are becoming increasingly valuable business tools across many industries. In this article biometric identity, time and attendance specialists Donseed look at how increased biometric technology adoption can bring about significant benefits to the construction industry.

There is no denying that construction has perhaps always been slower at adopting new technology than other sectors.

It’s rare that it grasps the nettle of innovation before any other. The building site of today is remarkably similar to that of yesteryear, although thankfully the accident figures are way down.

But if the industry has moved forward leaps and bounds over its attitude to health and safety the same cannot be said over the introduction of smart technology.

The construction industry is yet to reach the heights of major transformation in the way in which projects they are tendered, managed and maintained.

The manual verification of attendance records and timesheets, qualifications, expense claims and training certification, for example, is still widely used and kept on paper records across the industry.

This manual input is time consuming, inefficient and open to costly mistakes or fraud.

Advances in biometrics and cloud-based platforms

Biometric identity, time and attendance solutions, in contrast, are becoming widely excepted as a simple and secure solution to many issues raised on construction projects.

These types of systems work by accurately capturing project data at the point of site entry and exit using biometric identification to help contractors record, manage and report on individuals coming to and from their sites.

A simple way to look at the effectiveness of biometric identity, time and attendance would be to gauge them against the efficiency of the best site manager. If the managers were to be 99% accurate with time keeping and payments most directors would be reasonably happy.

The same might be said for those with 90% accuracy.

But extrapolate those figures out across for example, 20 site managers that authorise £20million in payments per year. At the very best £200,000 is misappropriated.

At 90% accuracy the figure balloons to £2million.

With margins in construction so tight that is money that contractors cannot afford to give away.

Beyond the financial savings

The value in the data biometric systems provide has yet to be fully recognised by many in the construction industry.

Old technology and traditional working practices can be a huge hindrance to a business’s ability to make proactive and ultimately profitable decisions. Data is often difficult, time-consuming and costly to extract.

Biometric systems, on the other hand, provide valuable data which is needed to address more deep-rooted issues and is easily available through real-time analytics and bespoke scheduled reports.

When a large quantity of employee data is mined and analysed it can reveal the story of a business over time. Trends and anomalies can signpost areas that need attention, or where efficiencies can be realised and, ultimately, money can be saved.

For example, the data might highlight that a team of carpenters is most efficient working on certain second fix tasks. Project or contract managers can then utilise that team in areas where they are most effective, particularly useful in these times of skills shortages when experienced trades are at such a premium.

The opportunities for the construction sector to benefit from biometric time and attendance systems and the data they deliver is almost limitless.

See how Donseed could work for you

Donseed’s biometric identity, time and attendance solution integrates leading biometric hardware and advanced cloud-based technology and can be used to identity and minimise exposure to health and safety risks.

Once the data is captured onsite using biometric identification, it can be accessed at any time in the cloud.

Donseed is trusted onsite by main contractors and specialist sub-contractors including Careys Civil Engineering, Severfield, Costain, Keltbray, Strata Homes, Blu-3 and many other leading construction companies.

For more information you can contact Donseed:

• Visit donseed.com
• Call 0207 240 3007
• Email sales@donseed.com

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Elizabeth Line sparks property development

Official Project Partner: TfL

As the Elizabeth Line develops, a huge programme of retail, commercial and residential development is being promoted, with plans already in place for 12 major property developments over and around the new stations and construction sites.

TfL has complimented the plans, saying that the series of developments could see some £500M reinvested into London transport.
Currently, some three million square feet of high quality office, retail and residential space is planned between Paddington and Woolwich, the proceeds from which would be reinvested by TfL, thus providing benefits for Londoners all round.

Recent development agreements have been signed with:

• Grosvenor Britain & Ireland, to develop 110,000sq ft of office space over six floors, above Bond Street Station.
• Helical Plc, to develop space above Farringdon station, opposite the historic Smithfield Market, comprising some 120,000sq ft of office floor space over six-storeys
• Derwent Plc, who acquired the site above Tottenham Court Road’s eastern ticket hall, on the corner of Oxford Street and Charing Cross Road. Planning permission has been granted for a 285,000sq ft project comprising offices, retail and a 40,000sq ft theatre – the first new West End theatre in a generation. Enabling works are underway with main contractor tenders under consideration.
• An existing agreement with Great Portland Estates sees redevelopment of Bond Street eastern ticket hall at Hanover Square underway. The new mixed use scheme is expected to be handed over fully in the summer.

The Crossrail programme is the first major infrastructure project in the UK to integrate station designs with above station developments and improved public spaces. The Elizabeth line sites are a key part of TfL’s plans to establish a significant long-term revenue stream to reinvest in transport.

In 2016/17, TfL brought forward sites that will deliver 1,000 homes. By the end of March 2018, TfL will have brought forward sites that will deliver more than 3,000 homes. Half of all these homes will be affordable.

Graeme Craig, Director of Commercial Development at TfL, said: “The Elizabeth line is set to redefine travel across our city and it is fantastic to see the sites above some of the major central London stations progressing.

“These schemes will result in income of around £500M and this will be reinvested in modernising and improving the transport network.

“The twelve sites will deliver much needed homes, office and commercial space and have been planned as an integral part of the development of the new railway. Not only will they provide revenue for investment, but will also support new jobs and drive economic growth.”

 

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What are SuDS?

Official Media Partner

The housing crisis is requiring more sites to be unlocked to provide homes for the future, while environmental pressures are coming from increased flooding. To tackle the problem, investment in infrastructure is key. In the first of our series on Sustainable Drainage, UK Construction Media speaks with Dr David Smoker, Chair of the ICE SuDS Task Group and Business Development Director at ACO Water Management, about SuDS implementation.

Sustainable Drainage Systems (SuDS) are surface water management measures which mimic natural hydrological processes, offering benefits to water quality, biodiversity, public amenity and flood risk management.

With urban development, impermeable surfaces disrupt the natural hydrological pattern of evaporation from vegetated areas and permeation into the soil. This leads to localised flooding and water quality issues in receiving water courses.  SuDS mimic nature and typically manage rainfall close to where it falls. SuDS can be designed to transport (convey) surface water, slow runoff down (attenuate) before it enters watercourses, provide areas to store water in natural contours and can be used to allow water to soak (infiltrate) into the ground or evaporated from surface water and lost or transpired from vegetation (known as evapotranspiration). Local flood risk management plans should consider all impacts of urban developments and, although they are often considered in isolation, SuDS should be considered as part of the response to increased impact of more frequent and larger rainfall events, along with catchment management and river flooding mitigation.

Policy, Procedures and Barriers

It is a requirement of most new developments in England, Scotland, Wales and Northern Ireland to consider and deliver SuDS as part of proposed surface water management measures. Across the four countries, the delivery mechanisms for SuDS and technical capabilities for SuDS are varied:

• Schedule 3 of the Flood & Water Management Act (2010), which would have provided established SuDS Approval Bodies (SABs) in each Lead Local Authority (LLFA), was not implemented in England
• Plans to implement schedule 3 of the Flood & Water Management Act (2010) in Wales are well advanced
• In Scotland, the Water Environment (Controlled Activities) Regulations have required SuDS for new developments since 2006, and SuDS are routinely installed in new developments
• Non-statutory SuDS technical guidance was developed in England, Northern Ireland and Wales
• LLFAs made statutory consultee on surface water management, including SuDS, in major developments in England and Wales
• In Northern Ireland, there is no automatic right to connect to the public sewer network (Sewerage Services Act, 2016) and some SuDS components can be adopted by Northern Ireland Water
• Water UK, the UK water industry body, is considering embedding a SuDS standard for components that sewerage undertakers can adopt within the unifying adoption document ‘Sewers for Adoption 8’

The variation in policy and legislation surrounding SuDS delivery, in combination with differing national and local governmental organisational structures, funding and skills, is often cited as a challenge to the delivery of successful SuDS (e.g. as found in the Chartered Institute of Water and Environmental Management (CIWEM)’s report, A Place for SuDS, 2017).

In England, policies and law concerning SuDS have continue to develop, with variable levels of implementation following the introduction of the Flood and Water Management Act (2010). Evidence from the CIWEM Big SuDS Survey (2017) states that the vast majority of respondents involved in SuDS delivery consider current SuDS policy ineffective and that the full benefits of SuDS are not being realised. However, the greatest barrier to SuDS delivery – commonly reported by housebuilders, practitioners and authorities alike – is the lack of a single adopting body or clear route for adoption of SuDS in new developments. In some cases, these challenges are being overcome by early and effective engagement from stakeholders that desire SuDS.

SuDS in the planning process

The Government’s housing ambition of one million homes delivered over the course of this Parliament, as outlined in the Housing and Planning Act (2016), will increase pressure on potable water supplies, urbanisation (and the associated risk of surface water flooding) and could lead to the increased fragmentation of habitats in our urban centres. Consideration of SuDS early on in the masterplanning process, prior to any outline design, potentially as part of pre-application discussions can be extremely effective in combatting such pressures. By working collaboratively and engaging early in the development planning process, developers, local planning authorities, LLFAs, Internal Drainage Boards (IDBs) , highways authorities, Water and Sewer Companies (WaSCs), other utilities providers, landowners and the public, can integrate effective water management techniques into new and existing communities. This principle is enshrined in and expanded on in the CIRIA C753 SuDS Manual (Part B).

In order to gain all the benefits that SuDS provide, SuDS design must be considered at the very start of the feasibility stages of a project and must also be factored in prior to land purchase. If SuDS are integrated into the vision and layout for the development, they will provide many opportunities to add value, character and desirability to a development. If the layout of a proposed SuDS scheme can be agreed at the conceptual masterplanning stage, then iterative design processes can exploit opportunities and overcome constraints by refining the design to make the best use of available space within a development to deliver a high-quality integrated water management solution.

SuDS can also play a part in mitigating the requirements for future infrastructure improvements (e.g. reducing the quantity of surface water entering public drainage networks, hence reducing the risk of foul water flooding to homes and property and removing, or reducing, the need for network capacity enhancements).

Good outcomes are underpinned by due consideration to the layout, function and land-take from the outset, to avoid designers having to effectively squeeze and retrofit lesser quality measures into the drainage design.

The ICE / ACO SuDS Task Group

The SuDS Task Group, sponsored by ACO Technologies, brought together SuDS practitioners, engineering consultants and academics to ascertain what the barriers to SuDS implementation are and how they may be overcome. A survey of over 400 SuDS professionals identified the need for ‘route maps’ to link to the most up-to-date information and guidance. One of the core outputs of the task group has therefore been the development of a suite of SuDS route maps. There is a wealth of high-quality resources and information relating to SuDS design and delivery – notably the CIRIA C753 SuDS Manual and the supportive community susdrain. The ICE SuDS Task Group wanted to draw together all relevant resources into one single place, to provide professionals and stakeholders involved in SuDS delivery a clear, easy to follow process for the delivery of SuDS and signposting to relevant resources.

The route maps serve two functions:

1. Outlining the processes and stages involved in SuDS delivery (Outline Design, Detailed Design, Adoption, Maintenance and Retrofitting).
2. Providing links to other sources of information and resources to enable professionals to design, deliver, adopt and maintain SuDS.

The downloadable pdf version is available on the ICE website at www.ice.org.uk/sudsroutemaps.

To read the SuDS special in full, click here.

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High-Speed Stations offer business growth and employment opportunities across the West Midlands

Official Project Partner: West Midlands Combined Authority

The recent announcement of the contractors responsible for designing the two new High-Speed Two stations in the West Midlands, signals the start of the explosion of local economic opportunities, says the West Midlands Combined Authority.

The two new HS2 railway stations, Birmingham Curzon Street and Interchange, are the keys to massive amounts of regeneration across the wider region, which is expected to create 50,000 jobs in Birmingham and Solihull alone.

The process to decide who will build Curzon Street and Interchange Stations will commence later this year and conclude in 2019, but businesses are being advised by the local authorities to start now and ensure they are well placed to take advantage of the billions of pounds of investment in the region from HS2 Ltd. As well as the new stations, there will be huge investment in civil engineering work as the high speed line is constructed, while an extensive programme of preparatory works, ranging from archaeology investigations to nature conservation is already underway.

The West Midlands Combined Authority is aiming to help the region make the most of the economic opportunities associated with HS2.

Lisa Hamilton, WMCA HS2 Project Manager, said: “The two new stations will be the physical embodiment of HS2 here in the West Midlands but for many workers and companies, it will be the construction of the stations which delivers the major benefits.

“The designers have just been appointed by HS2 Ltd, so it will be several months before we know what the stations will look like, but we do know that the arrival of HS2 is a once in lifetime level of investment in the region’s infrastructure. The delivery of the two HS2 stations will require a vast supply chain, creating thousands of sub-contract opportunities and jobs, the majority of which will be construction related.

“To help local businesses, support is available through local Growth Hubs, which are well placed to provide free advice across a number of related areas, including capital expenditure, application of innovative advanced technology, building information modelling, market development, and mentoring and coaching.”

Huw Rhys Lewis, Managing Director for the Urban Growth Company, which is coordinating infrastructure investment and development around the HS2 Interchange Station site in Solihull commented: “HS2 is the catalyst for huge amounts of growth across the region. The new Interchange Station will be complemented by the much wider plans for The Hub, which includes the NEC, Birmingham Airport, Jaguar Land Rover and Birmingham Business Park, as well as infrastructure improvements.

“These plans will see The Hub have a major impact on the local area improving connectivity and stimulating the local economy, with the potential to create up to 77,000 new jobs, 775,000 square metres of commercial space, 4,000 homes and £4.1Bn GVA per year.

“As we move forward in developing these plans for The Hub it’s critical that the supply chain is there and ready to deliver the immense amount of work required to meet the deadline of 2026 for the first high speed train to arrive in the West Midlands.”

Businesses that want to find out more about the opportunities within the HS2 Supply Chain Programme, the eligibility criteria, how to apply, and the support and funding available, should contact their local Growth Hub where they will receive free advice. To find the relevant contact details, visit http://www.lepnetwork.net/growth-hubs/. Full details of all HS2 opportunities are available via the CompeteFor portal: https://www.competefor.com.

 

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Elizabeth line enters final stages

Official Project Partner: TfL

Construction of London’s Elizabeth Line is entering its final stages, and Crossrail has released new images to show progress on the route.

With fit-out of the new Elizabeth line stations and tunnels at an advanced stage, intensive work is underway across the line.

Handover to TfL is due this summer, with the railway’s testing and commissioning phase to take place ahead of the opening of the Elizabeth line in December this year.

Whitechapel station: The striking steel framework for the new station building will house the new, brightly-lit integrated ticket hall and provide a new link between the two station entrances including the refurbished original entrance on Whitechapel Road.

Andrew Wolstenholme, Chief Executive, Crossrail, said: “After almost a decade of hard work from tens of thousands of men and women across the country, the construction of the Elizabeth line has entered its final stages. This fantastic set of new images shows the huge amount that has been achieved, and gives passengers a glimpse of their new railway ahead of its opening at the end of the year.”

Canary Wharf station: The station ticket hall is accessed via eight long-rise escalators from the promenade level entrances at either end of the building.

Howard Smith, Operations Director for the Elizabeth line, said: “Seeing our striking new stations take shape is an extremely exciting time for all involved in the historic Elizabeth line project. We look forward to opening these dynamic new spaces to Londoners and visitors when we launch the railway in nine months’ time.”

OHLE installed above Elizabeth line tracks heading down towards Pudding Mill Lane

When complete, the new route will pass through 41 stations from Reading and Heathrow in the west, through new twin-bore 21km tunnels to Shenfield and Abbey Wood in the east.

 

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Powering up

Official Media Partner

UKIS 2018: Powering Zone

Demand for the resources needed to power the UK has never been greater, so investment in delivering new sources of energy is set to rise. Over the next five years, £5Bn will be spent in Scotland alone, with a further £16Bn spent across the rest of the UK, including the Hinkley Point C nuclear power station in the South West.

Energy projects are large and complex – and involve long and diverse supply chains providing services from design and engineering to IT and facilities management. Green energy projects run by cities and local authorities are also set to receive millions in Government funding, opening up further opportunities for businesses of all types to get involved; not to mention the opportunities from biomass, onshore wind and other renewable energy projects.

Sessions within the Powering Zone will focus on some of the major energy and utilities projects underway across the UK.

The agenda has been confirmed and this zone will provide buyers vital information on major schemes, technologies and training.

Powering Zone Partner, Horizon Nuclear Power, will begin the sessions, with a presentation from Ivor Sheppard, Commercial Director at Horizon Nuclear Power. Ivor will give the latest progress updates from Horizon’s lead site Wylfa Newydd Power Station on the Isle of Anglesey. As this project moves from development phase into construction phase; Ivor will look at the supply chain opportunities for the UK and Welsh supply chain.

This will be followed by a session with Huw Lewis, Managing Director of the Urban Growth Company, who will talk about the Birmingham Growth Strategy, and give an overview of supply chain opportunities.

Further Supply Chain Opportunities can be found at sessions with SSE Strategic Supplier Manager, Nolan Miller and Midlands Connect. While Ralph Pullinger, International Technical Manager at ALLPLAN UK, discusses how Digital Infrastructure can help you unlock the true value for your project.

 

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UK households going green with home improvements

According to new research by AA Financial Services, UK homeowners are investing in green home improvements, with some 2.2M UK households are planning green improvements this Spring.

Green DIY and home improvements ranked higher than installing a new bathroom, adding an extension, or converting a loft/garage or room in the latest survey, meaning some £16Bn could be spent on green technology in the next few months.

At a time when public investment in home energy efficiency improvements has been cut 58% in England since 2012, the figures suggest that the green agenda is still important to people.

Over half (57%) of those looking to add green products, were installing double glazed windows, a third (34%) were adding or improving their insulation, while 13% were adding solar panels, and 7% were taking measures to become carbon neutral.

On average, homeowners are looking at investing £7,421 on their energy saving home improvements. While 45% were planning on spending up to £5,000, and some 22% were anticipating spending over £10,000, with 10% over £20,000.

The greenest UK region was the South West, where one in nine households are planning some kind of green home improvement. By contrast, just 7% of London households had green improvements planned.

David Searle, the AA’s director of financial services, commented: “Whilst many focus on house prices and whether people are moving, the trends for those improving their home are actually more interesting. For every person moving home there are four that are staying put and investing money into the property they have. Further, our data suggests the drivers behind people’s home improvement plans are about realising value over the long term. Making energy efficiency improvements future-proofs a home, cuts domestic bills and it implies that people are serious about taking control of their energy usage.

“Spring is absolutely the time to make these changes, and the fact so many people are planning all sorts of improvements is a great sign of economic confidence.”

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More funding unlocks homes across England

The government has announced a raft of new funding measures, which will unlock thousands of homes across the England, helping to tackle the housing crisis.

Housing Secretary Sajid Javid has confirmed that almost £300M in government investment has been granted to Greater Manchester, the West of England and Oxfordshire, to deliver these much needed homes.

This round of funding follows a package announced for the West Midlands earlier this month, that will see 215,000 homes delivered by 2030 to 2031, with local plans updated to deliver this by 2019 and a significant increase in the release of land for new homes.

Backing Metropolitan Mayor Andy Burnham’s plans to deliver 227,200 homes by 2035 and boost economic growth across the Northern Powerhouse, the government has awarded £68M in funding to the region. This funding will support a focus on developing brownfield land for housing and getting more homes built on small sites.

In the West of England, the target to nearly double the number of homes being delivered, will supported by £3M of funding for specialist support to help the region deliver large housing development.

While Ministers have also approved a housing deal with Oxfordshire worth £215M, that will help deliver a further 100,000 new homes for local people.

This latest announcement comes as the government has also announced that Housing Infrastructure Fund bids, from a further 44 areas for projects to help unlock more homes across country, have been shortlisted to the next stage of the competitive process.

Housing Secretary Sajid Javid said: “This government is determined to build the homes this country needs. That’s why we’re working with ambitious areas across England and backing them with investment and support.

“This new housing investment in Greater Manchester, the West of England and Oxfordshire will help build much-needed homes, giving more people the opportunity to get on the property ladder.

“We’re also investing in local infrastructure like schools, roads and hospitals, so that we can help unlock even more new homes in the areas where they’re needed most and build a Britain fit for the future.”

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UKGBC helps Manchester metro mayor realise green goals

Following his election, the Mayor of Greater Manchester, Andy Burnham, announced his ambitions for making Greater Manchester one of the leading green cities in Europe.

To help realise these ambitions, he called a landmark Green Summit, which was held on 21st March 2018. Following an extensive consultation phase, the summit brought together environmental experts, interest groups, partner agencies, academics and local people together to accelerate Greater Manchester’s green ambitions.

The UK Green Building Council (UKGBC) has come out in support of Mr Burnham’s ideas and part of this is strengthening its presence and influence in Greater Manchester.

UKGBC’s Director of Policy and Places, John Alker, was involved in the summit, facilitating the buildings workstream at the event. John featured on the bill alongside sustainability expert Mike Barry (of UKGBC member M&S) and BEIS minister the Rt Hon Claire Perry MP.

Priorities for UKGBC include supporting the Mayor’s green priorities, such as bringing down carbon emissions and fuel poverty in GM’s aging housing stock; helping businesses cut emissions from commercial properties; and ensuring that all new development aims for the highest possible environmental standards.

In addition to supporting the summit, UKGBC announced:

• The launch of a Greater Manchester Local Network, which will see UKGBC run quarterly events in the region, supported by a newly recruited Manchester-based Local Network Coordinator
• Bruntwood and Peel Land and Property will join the UKGBC network of over 400 organisations from across the industry
• A commitment to a UKGBC office in Manchester from Summer 2018

Andy Burnham, Mayor of Greater Manchester, said: “I’m delighted that a well-respected national charity such as the UK Green Building Council is expanding its activities and presence in Manchester. I welcome their support for our zero carbon ambition, which they can help us achieve through their policy input, their training programme and further strengthening our networks of green business.”

John Alker, Director of Policy and Places at UKGBC said: “Greater Manchester has an opportunity to be a trailblazer, as it has been many times before in its history. It can demonstrate that high quality, sustainable buildings support an ambitious vision for the region as a clean, green and healthy place to live and work, which will support the attraction of talent and investment. UKGBC can help to deliver this, and I’m looking forward to an active programme of work with our growing local network.”

 

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The right price for the job

When contracting services, you tend to find you get what you pay for, and procuring services from an Independent Connections Provider (ICP) for electricity, gas and water connections is no different. There can be significant risks associated with opting for companies whose quotations are significantly below the market rate, and Paul Beck of Independent Connections Provider Matrix Networks says these companies should be treated with caution.

Paul Beck, Sales Director, Matrix Networks

“There’s always a right price for a job and any company which promotes itself as a professional organisation must make a profit in order to sustain the levels of service demanded and expected from its clients. Of course, how each provider goes about delivering their services and USPs is individual to them, but ultimately, you’d expect them all to offer a similar price for a given job. Those who claim to offer the same service for a much lower price still have to make a profit to run their business and so the costs must be passed on in other ways such as future variations, or worse still by cutting corners – and, in some cases, can be a sign of desperation.

“To explain why this is such an issue for utility infrastructure installations, I should probably start by providing a little background about how the industry works. When a new development is in the planning stages, the design, installation and connection of utilities (gas, electricity and water), need to be arranged. Until a few years ago developers and contractors had no choice but to go to the Distribution Network Operator (DNO) and there was only one price for services installed. But more recently, it’s been possible to engage an Independent Connections Provider (ICP) to carry out contestable elements of the work instead. This usually includes the design, materials procurement, trenching or cabling and the installation and commissioning of substations. Pretty much everything, including the final connection. In addition, the ICP will recommend the new network should be adopted by an Independent Distribution Network Operator (IDNO), rather than a DNO, allowing flexibility within the design as well as with significant commercial and financial benefits.

“While DNOs, ICPs and IDNOs have the same OFGEM obligations, there are still a number of operators in the industry who ‘play the game’ through the procurement process in order to tender a cheaper quote – which can often mean they make promises which they may well be unable to deliver. When we quote for a job,   We don’t overcharge, but we do quote a rate which reflects our experience and our commitment to delivering a contract to meet and exceed our clients’ expectations.

“Other, less experienced operators, who are perhaps trying to open up new avenues for their business, may be quoting low, undercutting their more experienced peers, yet planning to deliver the bare minimum. Or they may be shifting the true cost of their works into other jobs they’re quoting for, such as groundworks or drainage. The resulting problems of this are twofold: firstly, their inability to deliver can have an adverse effect on the reputation of credible ICPs and IDNOs across the industry and secondly, they’re presenting an extremely risky proposition to their clients.

“Unfortunately, this kind of quotation is common, but if a developer or contractor has had this kind of experience with ICPs, then going back to the DNO isn’t the answer. Finding a professional ICP which can provide a full multi-utility solution at a fair price, however, is. In our case we work with a large number of significant developers and contractors with whom we’ve established long-term, trusted relationships. We also don’t try to be something we’re not. In our case we specialise in industrial and commercial electric, gas and water connections and we focus on ensuring our customers get the very best from us. We don’t dilute that quality by chasing other types of connections (individual connections to new housing developments for example), or by stepping into other areas of the supply chain such as metering or internal cabling.

“I fully appreciate how important the bottom line is when managing a development, but when projects are being quoted for, developers need to look beyond the figure provided. Our business is built on reputation and we prefer to work with companies that have a similar philosophy. When going through the quotation process with a new opportunity, I and my team always ask the client what their motivation is. If the answer is they want a job delivered for the cheapest possible price, then the chances are they’ll end up paying a higher price for it by completion. I also ask them what knowledge they ask for from the companies they’re buying from. Do they have personal experience of them delivering this nature of contract efficiently, to budget and on time, with a good working partnership and excellent communication? Or can they at least gain credible references from their own peers? Essentially we want to be sure we’re working towards a potential long-term relationship and that the value and expertise we provide is recognised as part of the procurement process.

“Companies like ours are heavily focused on ensuring our customers receive the highest levels of service and communication – and maintaining it through the lifetime of a project. For example, at the East Midlands Gateway Logistics Park at Junction 24 of the M1 we had to excavate 12.5km to the nearest DNO connection point. This is a substantial distance but along with providing our client with a fixed price and agreed timescale for completing the project, we took on the risk and responsibility of gaining permissions for excavation from all the statutory bodies, three local authorities and many private landowners along the route, and we delivered.

“Then at the Amazon Fulfilment Centre in Tilbury, we had an unusual request to design a bespoke 33kV Primary Substation which their own authorised personnel could access. They also wanted us to deliver an 18-month programme in ten months. We delivered on both requests, completing our works in just nine months.

“Too regularly I hear stories from developers, local authorities, and main contractors who have had poor experiences with ICPs. However, each and every time when I’ve challenged them on it, the procurement process hasn’t been focused on the right criteria. Sometimes it can be as simple as the wrong instruction to save money to an inexperienced Quantity Surveyor and the consequential result can be both costly and detrimental to the programme.

“So, my questions to the supply chain are: What process do you currently have in place to ensure you have both cost and programme certainty? Are your expectations high enough in terms of how an ICP should perform and communicate? What active steps have you taken to ensure you develop a long-lasting partnership with a credible and professional ICP? And my final question is, if you haven’t prioritised developing a long-term relationship with an ICP provider yet, why on earth not?”

 

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Heathrow rail link explores private rail investment

The government has launched a future model for rail investment, with the Heathrow rail link the first project to invite local authorities and private sector companies to invest in the rail network.

Private companies have been asked to come forward with ideas to deliver the new southern rail link to Heathrow Airport. Currently passengers coming from the south have to go into London Paddington and back out to Heathrow, the new rail link will provide direct access to the airport generating significant improvements for passengers and commercial benefits for the airport.

The call for ideas was launched by Transport Secretary Chris Grayling this week, and there are already a number of interested consortia.
The Heathrow link is the first project which will use private investment, with a number of other projects on the table, ready to create a new tier of investment in rail infrastructure from the private sector.

Proposed schemes would need to make commercial sense, build on the government’s significant investment in rail infrastructure and have the needs of passengers at their heart, without the over-arching need for government support.
The investment provided by the private companies will be over and above the £47Bn the government is already planning for the next five years.

Mr Grayling said: “We are investing in the most significant modernisation of the UK rail network since Victorian times, and I want the knowledge and expertise of investors and local partners to contribute to delivering new connections, more services and better journeys for passengers.

“This has already proved effective on a number of roads schemes in the UK. By encouraging innovative ideas and new investment on our railways, we can relieve the burden on taxpayers and fare payers with projects that match our transport needs. This can also support our economic and housing aspirations to ensure everyone benefits from an enhanced rail network.

“Heathrow is a perfect example of where this can make a real difference. Such schemes will help ensure the benefits of our major international hub are even more accessible to those across the west and south of the UK, providing vital links for travellers and exporters and attracting inward investment.”

The government has also set out a new process for ensuring that taxpayer-funded rail projects are planned and scrutinised more effectively in the future.

As part of the new Rail network enhancements pipeline, new rail schemes will be decided on in a staged – develop, design, deliver – approach to allow for greater assessment of feasibility and value for money.

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Building contractor insolvency triggers liability

It is common in construction contracts to use bonds as protection against non-performance by contractors. The courts have recently given guidance around the interrelation between performance bonds and contractor insolvency.

Mark James.

In Ziggurat (Claremont Place) LLP v HCC International Insurance Company plc, Ziggurat, the employer, contracted with County Contractors UK Ltd (‘County’) to build blocks of student accommodation. The contract was in standard JCT 2011 standard form. A performance guarantee bond was provided over County’s work on the accommodation by HCC International Insurance Company plc (‘HCC’).

County stopped work on the site, highlighting financial difficulties as the cause. The bond, in general, provided that if there was an event of breach of contract by the contractor, it would discharge losses suffered by the employer. The bond differed slightly from a usual standard form bond where, at Clause 2, an addition was agreed by the parties which was described as a ‘homemade addition’ by Coulson J. Clause 2 provided that ‘The damages payable under this Guarantee Bond shall include (without limitation) any debt or other sum payable to the Employer under the Contract following the insolvency (as defined in the Schedule) of the Contractor.”

County failed to return to site and Ziggurat proceeded to serve notice of termination, stating that others would be employed to finish the job and it would seek to recover these costs. Ziggurat identified County’s failure to proceed diligently with the works and attend site as the reasons for termination. County was insolvent and duly entered into a creditors’ voluntary arrangement (CVA).  Ziggurat still proceeded with its demand under the bond.

County took issue with the validity of the termination, stating that Ziggurat had repudiated the contract by serving a notice two days early, prior to the insolvency event, which meant that the contract had come to an end. Coulson J held that this was contrary to the scheme provided for under the JCT Standard Form.

The surety, HCC, heavily resisted paying under the bond, arguing that Ziggurat had to prove that County was in breach of contract and the losses stemmed from such a breach. HCC argued that it was necessary to prove both that a breach had taken place and that losses had been incurred as a result of that breach before a claim could be made under the bond.

Coulson J looked at the meaning of Clauses 1 and 2 of the bond. Clause 2 clearly stated that damages included ‘any debt’ payable under the Contract following the insolvency. The debt was therefore ascertained even though it was demanded after the CVA. The Clause was clear that County was still liable for sums that were not paid following insolvency and County was in breach because they failed to pay the debt, and payment was due under the bond.

Clause 2 was not deemed as a subsidiary clause to Clause 1 and was not ‘stand-alone’. A breach of contract was therefore not required to trigger HCC’s obligations. The contract provided two separate termination routes, the default of the contractor, or the insolvency. The bond sought to mirror these.

Coulson J rejected HCC’s arguments on the point above, stating: “In my view, that is an erroneous reading of the provisions of the bond… That interpretation would mean that clause 2 could never operate. If an insolvency event is not a breach, which is the assumption for this purpose, and the only trigger under the bond is a breach of contract by (the contractor) then clause 2 would be rendered redundant.”

County’s insolvency was sufficient to trigger the termination provisions of the building contract. Ziggurat did not have to prove that County was in breach of contract. Coulson J pointing out that the insolvency in this case “is a complete answer to the breach point.” HCC was attempting to defend a matter which did not have much hope of being defended.

The case shows that employers can always expect a fight from sureties before receiving any money, even if the fight seems fruitless.

Even though Ziggurat won this case, the lesson learnt for employers, contractors and surety’s alike, is that parties’ must always be careful when inserting homemade amendments to ABI Model Form provisions of bonds, especially when they cover insolvency proceedings. The case illustrates the danger of amending an ABI bond.

The new Clause 2 in this case was designed to protect the employer from losses resulting in the work ceasing following insolvency. Overall, the bond did not provide a sum of money for Ziggurat to spend at the end of the matter, but a right to sue once works had been completed.

 

Article submitted by Mark James, Partner, Coffin Mew

 

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Spring Statement a good step forward, says FTA

The Freight Transport Association (FTA) has welcomed the government’s ambitions for infrastructure and transport, as expressed in March’s Spring Statement, revealed in Parliament by Chancellor Philip Hammond MP.

FTA’s Christopher Snelling, Head of UK Policy, says the plans are a welcome boost for a logistics sector under pressure to deliver in testing trading conditions:

“With rising inflation and Brexit uncertainties placing a strain on logistics operators, the measures announced in yesterday’s Spring Statement are an encouraging boost to the sector. Any improvements to infrastructure will support the work of our members in ensuring that Britain keeps trading, and we look forward to learning more from government about how its plans can become reality.

“On paper, the Chancellor’s Spring Statement has plenty of good news for logistics operators,” continued Mr Snelling.

“The continuing funds for investment in infrastructure are good news, but we are looking forward to hearing the government’s plans for future spending, to ensure that efficient, effective transport networks can be maintained and improved nationwide to benefit industry and the consumer.”

FTA members will also be interested but concerned about the Chancellor’s intention to “help the great British white van driver go green”.
“The announcement of a consultation on taxation rates for the least polluting vans is an encouraging move, but one which must not penalise those whose businesses rely on the vehicles they own. Changing vehicles is a long-term business plan, not something which can be implemented overnight. Government needs to provide clear guidance for operators on how the changes can be made, with minimal impact on business planning processes and overheads, to ensure that logistics companies can continue to offer a competitive, effective service to customers.”

The announcement of a bidding process for a share of £840M to deliver local transport priorities is a step which does not go far enough to addressing the problems across the road network which need urgent attention, says Snelling.

“The local road network is suffering from years of under investment,” he says, “and while the announcement of this bidding process will solve some of the country’s infrastructure problems, it is disappointing that this fund may not be sufficient to conduct repairs nationwide. Local government estimates that it costs an average of £53 per pothole to effect efficient repairs, and following the recent cold weather and ongoing lack of investment, it is clear that this fund will be insufficient to meet the needs of the ailing road network. To ensure that Britain can keep trading effectively both at home and abroad, a comprehensive programme of road repairs which brings surfaces back to condition is vital if goods are to continue to move freely and efficiently.”

With Brexit, technology and other disruptive forces driving changes in the way goods move across borders and through the supply chain, logistics has never been more important to UK PLC.

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STBs call for greater regional influence on roads

Official Project Partner: Midlands Connect

England’s four Sub-national Transport Bodies (STBs) has called for the Government to work more closely with them to help define the new Major Road Network (MRN).

In an unprecedented joint response, Midlands Connect, Transport for the North, England’s Economic Heartland and Transport for the South East, have written to Roads Minister Jesse Norman about the Department for Transport’s Major Road Network (MRN) consultation.

The bodies describe the MRN as a ‘landmark and critical opportunity’ to drive economic growth across the country, and urge the Government to ensure there is an integrated role for the STBs in its definition and implementation.

The government has proposed more funding for key ‘A’ roads that are managed by local transport authorities, however, the plans will keep the MRN separate from the Strategic Road Network, and there would also be restrictions on what types of schemes would be eligible for funding.

The STBs argue that investment in Highways England’s roads and the more significant local authority roads should be taken forward as a single programme, and that specific eligibility criteria should be removed.

Six recommendations have been made by the STBs:

1. Work with nascent Sub-national Transport Bodies (STBs) to define the Major Road Network.
2. Plan and invest in the MRN as a single network.
3. Identify indicative, long-term, regional funding levels to incentivise an effective pipeline of improvements planned.
4. Investment should focus on outcomes for road users, but disagree with the eligibility criteria which could limit the holistic view the MRN is seeking to enable.
5. STBs should provide a reporting and monitoring role.
6. The DfT should clarify the long-term role STBs can offer in any further announcements on the MRN.

Sir John Peace, Chairman of Midlands Connect, said: “Our Midlands-wide partnership has a deep understanding of the transport and economic priorities of our region. It’s therefore vital that the DfT proactively involves Sub-national Transport Bodies in the final decisions around what is defined as part of the Major Road Network. Midlands Connect’s response to this consultation has involved an unprecedented level of collaboration with our local transport authority partners to identify an MRN that maximises the benefits to road users and harnesses the potential for huge economic growth that road improvements can unlock across the region. We are ready to act as a vital bridge between local and central government to transform investment in our roads.”

John Cridland, Chairman of Transport for the North, said: “Our nineteen local and combined authority partners and eleven Local Enterprise Partnership (LEP) members represent the whole of the North of England, working together to speak with a united voice on the transport infrastructure investment needed to drive economic growth in the region. Together we have agreed on a Major Roads Network of the North, recognising the strategic and local roads which are vital for future prosperity and which enable multimodal connections between road, rail and international gateways.

“We are now joining with our STB partners from around England to call for our expertise and local knowledge to be recognised in the development of England’s Major Road Network, to ensure that the seamless network adequately reflects all the roads which are vital for our country’s economy, both now and in the future.”

Transport for the North will become the first statutory Sub-national Transport Body on April 1st, giving it legal status to advise Government on transport funding. Ministers have shown their commitment to creating additional STBs, with Midlands Connect, England’s Economic Heartland and Transport for the South East all declaring their intention to submit proposals to Government.

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A different approach to tackle flooding

In his speech at the annual Flood and Coast Conference, Environment Agency Chief Executive, Sir James Bevan, highlighted the need for a new approach to tackle flooding over the next 50 years.

He said, that while the country is better protected than ever against flooding, the future will bring more challenges as sea levels rise and more housing is required to accommodate a growing population.

Despite huge advances in flood protection, Sir James is concerned that the technology will be left behind as the country rises to meet these new challenges.

As he revealed that every £1 invested in new flood schemes saves the economy £10 in damages avoided, he warned that new approaches are needed to combat increasing flood risk. Since 2015, new flood schemes completed by the Environment Agency have benefitted more than 100,000 homes but to continue building on this success new 21st century approaches are needed.

Sir James has called for greater business investment, quicker emergency response and increased use of natural flood schemes, in addition to ‘hard’ defences, in order to reduce the impact of flooding on communities around the country. He questioned how these challenges should be dealt with and suggest that more concrete – simply building our flood defences higher and higher – is not the answer.

He also warned that tough questions will need to be answered about what is important to protect and that there might be a case for considering future funding priorities.

Sir James Bevan said: “Almost every day in this country, when rivers and tides rise, rain falls and storms blow, thousands of people sleep safe and unaware that they are being protected by flood defences.

“But what works so well now – and has done in the past – may not be enough in the future. Over the next fifty years if we are going to give the country the best possible protection against flooding, we are going to need a different approach.”

Image: Shutterstock

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2018 sees HPI stall

The figures for January house prices have been released by the ONS and the Land Registry, showing a drop in growth from December.

January data shows that on average, UK house prices have fallen by 0.3% since December 2017, with a more substantial drop of 0.5% for English homes.

January’s figures, at 4.8%, are only slightly lower than the 5.0% rise in December, which brings the average property price in the UK to £225,621.

Regionally, the South West experienced the greatest monthly price rise, up by 1.4%, with the North East experiencing the most significant monthly price fall, down by 5.5%. London has returned to better fortunes after dropping off at the end of 2017, with a monthly price rise bringing the index up by one per cent.

However, looking at the most up-to-date house sales figures from HM Land Registry, the number of completed house sales in November 2017 fell by 13% to 64,454 compared with 74,097 in November 2016, with London sales falling a remarkable 24.6% to 6,165 compared with 8,178 in November 2016.

Looking at the country and regional level, the largest annual price growth was recorded in Scotland and the East Midlands at 7.3%. The lowest annual growth was in the North East, where prices increased by 0.7% over the year, followed by London at 2.1%. This is the 14th consecutive month where the annual growth in London has remained below the UK average.

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Major roads for the North

In response to the government’s proposal to identify a Major Road Network for England, Transport for the North, the statutory body representing civic and business leaders from across the whole of the region, has welcomed the idea and highlighted the roads in the North of England which should be included.

The proposed Major Road Network will identify local roads which are vital to economic growth, but are not part of the Strategic Road Network managed by Highways England.

Transport for the North and its partners have already carried out an extensive mapping exercise, aimed at defining the Major Road Network for the North. This network links the region’s important economic centres: major population centres, ports and airports, industry clusters, enterprise zones, universities, other key employment sites and major centres of tourism.

This defined network, which also provides connections between the strategic road network and transport hubs, was agreed with all 19 of the North’s local transport authorities and has formed the rationale behind Transport for the North’s response to the consultation.

Problems identified by TfN in the Major Road Network include the A690 and A1018 connecting Port of Sunderland to the A19, the A595 in Cumbria, the A1079 to Hull, the A666 connecting Blackburn to the M61 and Greater Manchester, the A59 connecting to Skipton to Harrogate and the A1(M), and the A54 connecting East and West Cheshire.

Peter Molyneux, Transport for the North’s Major Roads Director, said, “We agree with the Government that identifying and investing in the roads that will support economic growth is vital. We know that local expertise is paramount in ensuring that we get this right.

“Only 2% of the roads in the North are defined as strategic roads. Our research has shown that the region’s major road network represents around 7% of its roads, with 2% of this being strategic roads and the other 5% being roads managed by local authorities.

“We think that it is vital that this is seen as one integrated network rather than separate parts. After all, drivers turning from a motorway onto the road that will take them into a town or city centre do not care if the part of the route that delays their arrival at their destination is managed by Highways England or the local authority. They care that they are unable to reach their destination in good time.

“There are several major roads which do not appear on the Department for Transport’s draft map, but which we know offer crucial links for citizens and businesses and offer opportunities to facilitate economic growth. We have provided them with an exhaustive list and evidence base on where these gaps are and we look forward to seeing this information reflected in the final version of the Major Road Network.”

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Government support for neighbourhood planning

The government has announced further measures to help support the creation of communities across England.

More communities will now be able to access free, expert advice and guidance from planning professionals, as well as financial support, to help make their neighbourhood vision a reality.

Housing Minister Dominic Raab announced an extension to the neighbourhood plan scheme, being delivered by Locality and Groundwork. The government will work with community groups, to give local people a say in the development of their area, including where homes, schools and businesses should be built, how they should look and what infrastructure is needed to support them.

Community groups will be able to access a range of free help, including financial support through the £23M fund, and latest planning expertise from trained professionals, to guide them through the process of preparing a neighbourhood plan.

Housing and Planning Minister Dominic Raab said: “Neighbourhood plans are a powerful tool to help communities shape their local area, making sure the right homes are built in the right places.

“It’s vital that communities have the right support and advice available to help deliver a plan that meets their own ambitious aspirations. That’s why I’m making £23M available that will help more groups to do this.”

The neighbourhood plan scheme is proving popular, with over 2,300 communities across England having started the process, with 530 plans approved in local referendums. Previous government support has helped around seven out of ten of these communities progress their plans, with 365 neighbourhood plans finalised using support provided by the government.

Community groups can find our more information about how to apply for funding via a new website at www.neighbourhoodplanning.org

Applications to bid for funding will open on 3 April 2018.

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Transport Scotland publishes Rail investment strategy

A new Rail investment strategy has been released by Transport Scotland, covering its investments and improvements for the next ten years.

The new Rail Enhancements & Capital Investment Strategy proposes a new approach to projects, with a ‘pipeline-based approach’, and sets out how funding will be targeted across the Scottish rail network.

The pipeline system places emphasis on a whole system approach to investment, ensuring best use of public funds at every stage of project design, development and delivery.

Humza Yousaf, Minister for Transport and the Islands said: ‘‘We’ve learnt from the experience of this and previous Control Periods. We’ve listened to the views of local communities and the rail industry.  Our strategy will bring to life the new pipeline approach. It will deliver a framework for rail investment with a sharp focus on the right solutions for passengers and freight users, greater efficiency, oversight and value for money’.

“Despite our strong track record since 2007, future investment in Scotland’s railways is set against a real terms reduction in rail funding from the UK Government, which threatens sustainable, progressive investment in rail services. The decisions of the UK Government have created a gap of £460m of the funding that the rail industry has advised us it needs to deliver the improvements required to meet demands for rail.

“Transport Scotland will be hosting a series of workshops across the country, where stakeholders and interested groups can find out more about the strategy, as well as how to apply for the recently announced Local Rail Development Fund.”

Dr John McCormick, Chairman of the Scottish Association of Public Transport said: “The workshops will provide a great opportunity to understand how the new process will operate and how we might influence future investment decisions. Having campaigned for many years for rail improvements, we are very interested to hear how the Local Rail Development Fund can assist local communities to achieve their objectives. We will certainly be attending and encourage all those associations, organisations and groups with an interest in Scotland’s railway to do likewise.”

 

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ALARM survey rings bell for local road condition

The latest ALARM (Annual Local Authority Road Maintenance) survey has been published which highlights the shocking state of Britain’s roads.

The report has rung a klaxon for immediate investment, showing that you could drive almost around the world on the length of roads in England and Wales that may fail if they are not fixed in the next 12 months.

Local authorities responding to the survey report that more than 24,400 miles of road need essential maintenance in the next year.

Produced by the Asphalt Industry Alliance (AIA), the ALARM survey is now in its 23rd year, and is widely respected throughout industry and local and national government as the most authoritative and comprehensive study into local road maintenance funding and condition.

This year, local authorities in England and Wales report a shortfall of £556M in funds needed to keep the carriageway in reasonable order, and at the current rate, it would take 14 years to get local roads back on track even with adequate funding.

Rick Green, Chairman of the AIA, said: “Although local authorities report an increase in average highway maintenance budgets this year, looking back over the last decade they have barely kept in line with inflation. This is reflected in road condition, with one in five of our local roads now classed as structurally poor – with less than five years’ life remaining – compared with one in six reported last year.

“Local roads are a vital asset, worth in the region of £400Bn, and they support all aspects of our daily work and home lives. But funding for their adequate maintenance has fallen short for so many years that further deterioration is inevitable.

“We accept that there is no magic wand to wave, nor is there a bottomless pot of money to tap into. There are difficult choices to be made at both local and national level but the government needs to provide adequate funding for a well maintained and safe local road network if it wants to support communities and drive economic growth.”

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Homes England invests in garden town of the future

Homes England – formerly the Homes and Communities Agency – has purchased 60 hectares of land previously earmarked by Shepway District Council for Otterpool Park, a garden town of the future.

The proposed Otterpool Park comprises up to 12,000 homes near Folkestone. It is being championed by Shepway District Council and Cozumel Estates Ltd – owners of the former racecourse at Westenhanger. According to Homes England, these measures are further evidence of the government’s support for a new generation of garden towns – the objective being to deliver high quality homes that the country desperately needs.

When Homes England was initially established it was said that the organisation would play a pivotal role securing land in places people want to live, delivering an average of 300,000 homes per year by the mid 2020s.

According to Paul Kitson, General Manager for the South East for Homes England: “Buying this land shows how Homes England is determined to use our finance and expertise to expand the delivery of affordable new homes and connect ambitious partners.

“We have been very impressed by the ambition shown by the Council and landowners to deliver Otterpool Park – a garden town for the 21st century. Owning this land will give us a voice in delivering a community that will meet the local need for homes in a place that is truly environmentally, socially and economically sustainable.”

David Monk, Leader of Shepway District Council added: “I am delighted that Homes England has co-invested with the Council to deliver Otterpool Park. It shows the government has faith in our plans for this garden town.

“This investment will help us deliver an even better place so that our children and grandchildren can have the homes they need in a community that will also meet their needs for jobs, access to the countryside, transport links, schools, health centres and a great quality of life.”

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