Agenda item

(1)       Further to Minute 6 of 19 June 2013, the report updated Members on discussions with landowners and scheme development.  The 2013/14 tranche of £600,000 of the Pinch Point funding offer of £3.5m had been received from the Department of Transport.  KCC had committed to contribute up to £1.5m and Tunbridge Wells had indicated a willingness to underwrite £0.5m, and there were potential opportunities for s106 contributions.

(2)       With the benefit of survey information, commencement of initial detailed design, initial responses from utility companies and considerations of buildability, a more informed view could be taken.  Cost consultants had been retained and the current estimate was £6.3m.  The detailed design and utility diversions needed to be developed but the estimate of £6.3m reflected the state of current knowledge with an appropriate allowance for risk and was affordable when taking account of anticipated s106 contributions.  Expenditure to date in developing the scheme and securing the land was approximately £250,000.

(3)     Land negotiations had been protracted with the main issue being that, despite most owners being supportive of the scheme, concerns were raised that they might be liable to claims from their retail tenants for any economic loss that might be attributable to disruption caused during construction of the scheme.  KCC could not provide an indemnity for economic loss and it was uninsurable.  Businesses had been reassured that everything practical would be done to maintain access and minimise disruption.  8 plots of land were required for the scheme and a commitment to 7 had been secured.  The remaining plot was held by Asda.

(4)       Despite an extensive supply of traffic information and discussion that showed that the scheme would result in an improvement to journey times to and from their store, Asda had not agreed to release the land required for the scheme.  Greg Clark MP was kindly making arrangements to meet Asda’s CEO in a last attempt to secure their support for the scheme.  As Asda were the only firm who had not indicated support, options had been investigated to amend the scheme without their land so that the scheme could still proceed.  Since Asda were located at the start of the scheme and land take was only required for road widening and not a junction improvement, dualling through the section had been retained, through slightly reducing lane widths and a narrowing of the central reservation.  However, it also meant that a section of shared footway/cycleway would be need to be deleted from the scheme.

(5)   Of the 7 plots with landowner/retailer commitment, Officers were continuing to formally agree the Deeds of Dedication.  To date 3 had been executed, 2 were to be finally agreed and 2 with a verbal commitment and discussions to commence on the terms of the draft Deed. 

(6)       Further surveys continued in preparation for the detailed design stage.  Geotechnical site investigation, coring of the carriageway to determine the robustness of the existing pavement construction, drainage surveys to understand the existing system and a tree survey had all been completed.  There had been slight refinement of the outline design particularly in the context of verges and minor earthworks and the Report sought approval to the latest outline design scheme plan, 4300034/000/01 Rev 2, and including a possible alternative amendment should the Asda land not be secured, 4300034/000/065 Rev 0.

(7)   The continued focus on securing the land meant that the programme had unavoidably slipped and it was expected that it would not be possible to invite construction tenders until January 2014 with a construction start in May 2014 and completion in May 2015.  Any continued significant delay in formally securing the land would cause the programme to slip further and might well prejudice the availability of the Pinch Point funding.

(8)       A Masterplan for North Farm was developed by KCC in September 2012, and was based on the phased implementation of independent improvement schemes.  The Masterplan would be incorporated into the emerging Transport Strategy which would support development aspirations set out in the Tunbridge Wells Local Plan. The lifespan of the Local Plan was to 2026 and the implementation of all phases of the Masterplan was required within that time period.  The suggested phases of the Masterplan were:

Phase 1 and Phase 2 – dualling of Longfield Road between A21 and Dowding Way.

Phase 3 – one way system incorporating the southern end of Longfield Road, Lambert Road and Dowding Way.

Phase 4 – alternative route through North Farm Lane.

Phase 5 – widening of High Brooms Railway Bridge on North Farm Road to allow vehicles to pass side by side and allow access to buses, pedestrians and cyclists.

(9)          RESOLVED that the Cabinet Member for Transport & Environment be recommended to:-

(a)          approve the revised scheme for the improvement of Longfield Road, shown as an outline design on Drg 4300034/000/01/Rev 2 and Drg 4300034/000/065 Rev O, if land could not be secured from Asda, for land charge disclosures and development control;

(b)          give approval to progress the detailed design, tender preparation and any ancilliary works and approvals for the scheme for the improvement of Longfield Road;

(c)          give approval for Legal Services to take a dedication, transfer or by some other appropriate legal mechanism to secure the land required to deliver the Longfield Road scheme, shown in outline on Drg 4300034/000/01/Rev 2 including but not limited to any ancilliary works such as drainage and environmental mitigation; and

(d)      approve the Masterplan for North Farm shown in concept on the plan in Appendix C to the report, and taking forward to the next stage of feasibility assessment.