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A
Okay,
a
very
good
afternoon
to
each
and
every
one
of
us.
Thank
you
very
much,
those
who
are
just
joining
us
now.
We
have
been
here
since
10
30
this
morning.
So
this
is
our
second
session.
Thank
you.
Thank
you.
Council
golden
for
making
us
come
back
again
all
right,
okay,
Abigail,
Marshall
cutting
is
my
name
and
I
am
the
chair
for
the
scrutiny
board
for
infrastructure
investment
and
inclusive
growth.
A
So
I
will
be
chairing
today's
meeting,
and
this
meeting
is
also
being
webcast
for
the
benefit
of
any
members
of
the
public
who
may
be
watching
this
meeting.
So
I
will
now
call
on
board
members
to
kindly
introduce
themselves,
and
please
could
you
also
mute
your
microphones
as
soon
as
you
have
finished,
introducing
yourself
and
I
will
start
with
councilor
Hamilton
councilor
Sharon
Hamilton
Morton
and
mean
Woodward.
A
A
O
Thank
you,
chair
under
agenda
item
one.
There
are
no
appeals
against
refused
of
inspection
of
documents
under
gender
item
two.
There
were
no.
The
agenda
contains
no
exempt
information.
Gender
writing.
Three
we've
received
no
later
items
this
afternoon's
meeting
and
the
generator
4
could
I.
Please
ask
members
to
disclose
any
interest
they
may
wish
to
make
at
this
point,
see
none.
So
thank
you
very
much.
Members
I
can
see
none
a
gender
item.
Five
we
haven't
received
any
apologies
for
this
afternoon.
A
C
Thank
you
chair.
This
report
has
been
provided
to
advise
the
scrutiny
board
on
the
procedural
aspects
of
the
calling
process.
I'll
just
highlight
the
key
elements
of
the
report.
The
scrutiny
board
has
received
a
calling
request
in
line
with
the
measures
set
out
in
the
executive
and
decision
Precision
rules,
a
decision
making
procedure
rules.
This
relates
to
key
decision,
d-56747
active
tribal
fund.
The
board
is
advised
that
this
call-in
meeting
is
specific
to
that
report.
Issues
outside
of
this
decision,
including
other
related
decisions,
may
not
be
considered
as
part
of
the
board's
decision.
C
Regarding
the
outcome
of
the
calling
having
reviewed
the
decision,
the
scrutiny
board
May
pursue
one
of
two
courses
of
action.
Option
One
release
the
decision
for
implementation.
If
the
scrutiny
board
chooses
this
option,
the
decision
will
be
immediately
released
for
implementation,
and
the
decision
may
not
be
called
in
again.
Option
two
is
to
recommend
to
the
decision
maker
that
the
decision
be
reconsidered.
If
the
scrutiny
board
chooses
this
option,
a
report
of
the
scrutiny
board
will
be
produced
and
referred
to
the
director
of
City
development
for
consideration.
C
A
Thank
you
very
much
Becky
right
agenda
item,
seven
active
travel
fund
on
the
a660
headingley
lane,
Woodhouse
Lane,
walking
and
cycling
improvements.
So
moving
on
to
this
item
and
in
accordance
with
the
council's
Constitution,
a
key
decision
has
been
called
in.
This
decision
was
made
by
the
director
of
City
development
on
the
12th
of
September
2023
and
relates
to
the
a660
headingley
Lane
Woodhouse,
Lane,
walking
and
cycling
improvements
So
within
your
agenda
pack.
A
Members
have
been
provided
with
several
key
documents,
and
these
include
a
copy
of
the
completed,
calling
request
form:
that's
Pages,
15
to
18.
the
delegated
decision,
notice,
Pages
19
to
22,
and
the
original
report
of
traffic
engineering
to
the
chief
officer
highways
and
transportation,
and
that's
on
pages
23
to
158..
I
am
now
going
to
outline
the
format
for
today's
meeting.
I
will
first
in
invite
counselor
golton,
as
the
nominated
lead
signatory
to
the
calling
to
outline
the
reasons
for
calling
in
this.
A
This
decision
board
members
will
then
be
invited
to
ask
questions
and
points
of
clarification
to
councilor.
Golton
I
will
then
ask
councilor
Hayden
Martin
to
and
Gary
to
respond
to
the
issues
raised
and
noting
that
we'd
also
have
other
officers
in
the
room
who
have
worked
on
specific
parts
of
the
scheme,
so
that
Martin
and
Gary
can
refer
to
those
colleagues
as
required
board.
Members
will
then
be
given
the
opportunity
to
ask
questions
and
points
of
clarification
to
councilor,
Hayden
Hayden
and
the
accompanying
officers.
A
Once
the
board
has
completed
all
their
questioning,
I
will
invite
councilor,
Hayden
and
then
Council
golton
to
to
provide
brief,
closing
comments.
After
hearing
the
board's
discussion,
the
board
will
then
be
asked
to
to
ask
to
vote
to
determine
the
outcome
of
of
the
call
in
so
I
will
now
call
on
councilor
golton
to
set
out
his
reasons
for
the
calling
of
this
decision
so
over
to
you,
councilor
Golson,.
E
Thank
you,
chair
I,
appreciate
that
this
is
an
extra
period
for
members
of
the
scrutiny
board
to
be
spending
in
this
building,
so
I'm
hoping
to
keep
it
to
the
minimum
amount
of
time.
In
terms
of
you
having
to
listen
to
me,
I
can
I
know
that
you
have
all
the
papers
of
the
decision
that
has
been
made.
My
argument,
I
will
I,
have
made
a
condensed
version
and
I
will
read
it
so
that
my
rhetorical
flourish
is
reduced
to
a
minimum,
and
hopefully
that
will
create
a
better
experience.
E
Chair
and
the
context
of
the
call
into
scrutiny
is
a
disquiet
that
the
oversight
of
value
for
money
aspect
of
this
scheme
has
been
compromised
during
the
decision-making
process,
and
this
has
led
to
a
proposal
that
neither
achieves
the
public
good
that
it
intends
nor
receives
the
endorsement
of
the
local
community.
E
As
they
progress
over
time,
I
did
raise
this
with
the
previous
chair
of
the
scrutiny
board
in
November
last
year,
when
there
was
discussion
about
carrying
out
a
piece
of
work
on
joint
governance
between
the
council
and
wicker,
prompted
by
the
poorly
implemented
inflation
review
of
capital
transport
projects
carried
out.
At
that
time,
we
have
sought
other
routes
for
such
opportunities
for
reflection,
but
the
call-in
protocol
for
West
George
can
burn.
Authority
are
so
restrictive.
That
wicker
cannot
provide
an
example
of
a
call
in
actually
taking
place.
E
For
instance,
a
call-in
can
only
be
requested
by
members
of
those
scrutiny
boards
themselves,
as
opposed
to
any
outside
counselors.
When
we
asked
for
Lead
City
council's
governance
and
audit
committee
chair
to
consider
an
inquiry,
her
office
declined
stating
that
the
correct
decision-making
process
had
been
followed
without
offering
a
vehicle
to
verify
whether
that
had
sufficiently
delivered
a
venue
for
money
outcome.
E
To
give
an
example,
chair,
improving
air
quality
is
omitted
from
the
objectives.
E
Even
if
the
modal
shift
of
400
increase
in
cycling,
Journeys,
which
is
four
times
1500,
which
is
the
current
rate,
is
achieved,
the
share
of
car
usage
is
expected
to
remain
the
same
or
increase
due
to
housing
growth
along
this
transport
corridor,
the
impact
of
congestion
and
the
increase
in
Journey
times
due
to
Lower
Road
space
estimates
that
3500
Vehicles
daily
will
seek
an
alternative
route
potentially
impacting
Road
Safety
on
adjacent
minor
roads,
which
also
is
not
costed.
E
The
point
I'm
making
their
chair
is
that
by
segregating
cycling
from
cars
and
buses
to
make
cyclists
safer,
you
shouldn't
impact
pedestrians
by
the
sharing
of
space
with
cyclists
and
pedestrians,
and
thereby
making
pedestrians
less
safe.
The
costs
of
increased
congestion
associated
with
the
scheme
are
estimated
in
the
business
case
at
60
million
pounds
and
the
net
cost
to
the
lead
economy.
After
the
positive
benefits
have
been
taken
into.
E
Consideration
is
totaled
at
13
million
pounds,
lower
impact,
lower
cost
options,
offer
better
value
for
money,
as
a
business
case
mentions,
with
less
intensive
infrastructure,
investment
and
I.
Suppose.
The
question
that
the
scrutiny
board
might
want
to
consider
is
why
weren't
they
prioritized
instead
of
this
more
expensive
scheme.
E
The
inflation
review
shows
that
the
value
for
money
of
this
scheme
could
worsen
if
inflation
increases
the
delivery
cost
of
this
scheme
and
detriment
other
Capital
schemes
elsewhere
in
the
city
if
they
are
scaled
back
as
a
consequence
for
those
members
of
the
scrutiny
board
who
don't
know
what
I'm
referring
to
in
terms
of
the
inflation
review.
E
This
is
what
happened
last
year
in
the
Autumn
when
all
of
the
capital
transport
projects
in
the
city
were
reviewed,
and
some
significant
areas
for
improvement,
such
as
on
the
a639
corridor,
were
halted
and
the
money
that
was
going
to
be
spent
on
those
was
diverted
to
other
schemes
which
the
council
felt
had
a
higher
priority
for
them
and,
of
course,
with
a
more
expensive
scheme
and
the
inflation
which
is
not
abated
within
the
construction
process.
E
There
was
a
danger
that
this
scheme,
which
is
low
value
for
money
and
very
expensive
and
shows
a
great,
has
a
great
proportion
of
the
city-wide
expenditure
being
concentrated
in
one
particular
location,
means
it's
actually
of
higher
risk
for
being
even
less
value
for
money
and
I'll
leave
it.
There
chair.
A
Thank
you
very
much
counselor
golton.
So
whilst
he
was
speaking,
I've
just
been
advised
the
reference
that
you
made
to
the
retired
councilor
counselor
trustwell,
and
that
was
not
brought
to
the
board.
But
that
was
a
private
discussion
between
yourself
and
Paul.
Trussville.
E
H
Hi
Stuart,
just
a
couple
of
clarification.
Questions
is
the
call
in
specifically
to
do
for
value
for
money
and,
secondly,
is
any
of
the
work
in
a
Conservation.
F
E
To
be
fair,
I
don't
know
about
the
minutiae
of
conservation
areas
in
terms
of
the
scheme.
It
is
primarily
for
value
for
money,
but
there
is
an
overwhelming
aspect,
which
is,
if
you're
investing
in
a
particular
area
of
concern,
which
is
climate
change
and
active,
travel
and
creating
modal
shift.
Then
you
wouldn't
being
investing
in
a
scheme
which
actually
makes
outcomes
in
those
areas
worse,
so
that
that
was
an
added
area
of
concern.
E
O
F
Yeah
you've
said
a
couple
of
times
now
about
making
the
model
shift
worse.
Active
travel,
worse,
climate
change.
Worse!
F
E
Thank
you,
Council
Cavani,
actually,
I
hadn't
included
the
carbon
footprint
of
the
construction,
because
I
assume
that
I'd
already
been
factored
in
to
the
business
case
itself.
It
was
more
about
how
their
is
not
a
significant
modal
shift
and
so
the
targets
for
increasing
cycle
usage
by
400
percent.
E
However,
it's
not
creating
more
cyclists
out
of
car
users
on
this
transport
Corridor,
so
the
business
case
itself
estimates
that
congestion
will
get
worse
and
that,
instead
of
car
users
turning
to
cyclists,
because
many
of
them
come
outside
of
the
leads
boundary
to
use
the
a660
corridor,
they
will
instead
divert
onto
side
streaks
to
access
City
Center,
because
the
route
which
you
they
currently
take
down,
the
a660
is
made
even
more
difficult
for
them
to
do
and
because
the
bus
services
aren't
improved
as
part
of
the
scheme
or
any
related
scheme,
there
is
no
incentive
to
actually
take
the
bus,
because
bus
Journeys
themselves
will
be
affected
by
the
congestion.
A
Thank
you,
councilor
Wilson
and
then
councilor
Buckley.
B
Thank
you
chair.
Thank
you.
Councilor
Colton
just
want
to
go
back
to
your
original,
the
the
point
about
value
for
money
and
remember
factors,
you've
mentioned
I.
Think
I,
don't
remember,
I,
don't
recall
if
you
mentioned
it,
but
quite
an
important
part
of
a
scheme
obviously
is
about
the
safety
for
cyclists
and
also
for
people
walking
and
driving
I.
Think
with
scrutiny,
it's
important
to
come
to
things
with
an
open
mind
and
you
know
really
think
hard
about
about
what
what's
being
put
in
front
of
us.
B
I've
tried
to
do
some
research
on
my
own
I've,
looked
at
schemes
like
this
in
Manchester
and
London
of
a
similar
locations
and
where
schemes
have
gone
in
that
have
put
have
very
similar
features.
B
All
the
evaluation
shows
that
it
does
increase
people's
propensity
to
cycle
and
to
walk
and
to
use
other
forms
of
travel.
Also,
it
I
felt
it
was
very
noticeable.
Reading
the
call
in
report
about
this
and
all
business
case,
and
so
on.
B
The
number
of
injury
collisions
on
that
stretch
of
road
seem
to
be
very,
very
high,
and
a
lot
of
them
are
at
Junctions
and
42
involve
people
cycling,
so
I
think
it's
really
important
that
we're
clear
about
whether
we
think
the
scheme
would
actually
improve
safety
for
those
people
or
not,
and
my
reading
of
reports
is
that
it
looks
very
very
likely
that
it
would,
in
terms
of
people's
propensity
to
cycle
as
well
again,
every
report
report-
I've
read
you
know
both
in
this
report
and
in
other
ones,
evaluations
of
other
schemes.
B
Safety
and
perception
of
safety
is
the
biggest
Factor
behind
whether
people
are
likely
to
walk
or
cycle,
and
certainly
when
I
speak
to
my
neighbors
and
constituents,
the
reason
they
would
give
for
not
cycling
down
the
a660
would
be
that
it
doesn't
feel
safe,
whereas
segregated
cycle
lanes
for
cyclists
will
make
them
feel
a
lot
safer,
and
that
just
leads
me
on
to
the
additional
point,
which
is
also
that
this
is
not
just
about
cyclists.
So
in
your
call-in
thing
you
do
in
your
call-in
text.
B
You
mentioned
that
this
is
two-thirds
of
the
cycling
infrastructures
Bend,
but
actually
a
huge
part
of
this
scheme
is
not
for
cyclists.
It's
pedestrian
Crossings,
it's
for
pedestrianization
of
St
Michael's
and
new
green
spaces
like
that.
There's
bus
bus,
priority
traffic
signaling
throughout
the
scheme
there's
a
kind
of
continuous
Crossings
across
roads.
B
There's
there's
a
lot
tuber
scheme
for
my
reading
of
a
report
and
I
felt
that
I
think
it's
important
that
that's
reflected
in
in
this
discussion
as
well,
and
the
perception
of
safety
and
safety
is
not
just
important
for
cyclists,
but
for
pedestrians
as
well,
and
whether
or
not
it
feels
nice
and
safe
to
walk
along
that
structure.
B
Road
has
to
be
a
large
part
about
whether
there
are
safe
Crossings
on
the
roads
and
all
of
that
kind
of
thing,
so
I
think
it's
really
important
that
those
things
adequately
reflected
and
if
you
don't
mind
me
saying
I
felt
that
in
your
call-in
summary
it
didn't
really
reflect
that
bigger
picture
about
about
the
scheme.
So
I
don't
know.
If
you
want
to
come
back
on
any
of
that
or
have
any
comments
about
that.
E
E
The
point
that
I
was
making
was
that
this
route
is,
if
you
look
at
the
people
who
use
it,
the
vast
majority
of
people
who
use
it
to
get
from
where
they
are,
where
they
start
from
and
where
they
want
to
finish
up,
which
is
generally
Lead,
City
Center,
the
majority
of
the
users
are
car
users
and
unless
you're
going
to
be
creating
those
cycling
Journeys
out
of
people
who
are
converting
from
being
car
users
to
being
cyclists,
then
the
overall
safety
benefits
are
not
achieved
because
those
cars,
as
is
included
in
the
business
case,
a
high
proportion
of
them
I-
think
it's
estimated
to
be
about
19,
would
seek
alternative
routes
into
the
city
center,
which
means
that
those
people
who
are
cycling
or
who
are
walking
on
those
side
streets
might
actually
be
at
a
higher
risk
of
collision
with
a
vehicle,
because
there
will
be
a
higher
number
of
vehicles
in
those
streets
as
a
direct
consequence
of
this
level
of
investment
going
in
also
part
of
the
scheme
intentionally
mixes
pedestrians
with
cyclists
as
part
of
the
investment
plan
and
on
a
side
street,
you
would
think
there
would
be
natural
speed
reductions
because
the
environment
speaks
of
being
residential
and
quieter,
and
a
lot
of
them
have
20
mile
per
hour
limits
on
them.
E
Don't
they,
however,
if
you're
on
a
cycle
Lane
which
is
on
a
key
transport
Corridor
and
is
there
intentionally
to
deliver
a
smooth
commute?
There
is
a
tendency
for
speeding
to
occur
for
cyclists
on
their
segregated
areas
and
where
those
segregated
areas,
sorry,
especially
with
the
increase
in
the
use
of
electric
bikes,
which
obviously
have
a
higher
velocity
and
where
those
cycling
routes
mix
with
pedestrians.
E
That
creates
a
danger
that
actually,
the
perception
of
risk
of
injury
would
put
off
pedestrians
from
using
those
pedestrian
areas
and,
for
instance,
where
the
bus
stops
are
the
the
cycle.
Routes
has
to
go
around
the
bus,
stop
so
people
who
access
the
bus
stop
have
to
actually
cross
cycling
activity.
To
do
so,
so
there
could
be
a
detrimental
effect
on
those
bus
services
as
well.
E
B
I
think
I
mean
obviously
we'll
let
the
officers
talk
through
the
report
and
to
what
extent
they
agree
with
your
interpretation
of
the
evidence
of
ramodel
shift
and
things
like
that.
B
I
say:
I
think
this
is
based
on
more
than
good
intentions,
though
there
are
a
lot
like
I
say:
there
are
quite
a
lot
of
similar
schemes
that
I've
gone
in
that
have
led
to
an
increase
in
modal
shift
and
I
think
the
report
was
quite
clear
that
the
key
aspect
of
it
in
terms
of
improving
safety
and
also
increasing
modal
shift
is
around
the
interactions
at
Junctions
in
particular,
and
that's
why
that
there's
an
increased
cost
to
this
scheme,
because
you
a
lot
some
of
that
money
is
around
making
sure
those
Junctions
are
treated
properly
and
I'll.
B
B
This
is
a
permanent
change
so
for
value
for
money
that
there
I
think
you
have
to
look
at
it
at
more
than
just
this
year
and
how
much
we're
spending
this
year,
but
over
many
many
years
and
I
think
the
key
figure
that
I
keep
coming
back
to
is
the
172
casualties
on
on
that
stretch
of
road
over
a
five-year
period,
which
is
very,
very
high
indeed,
and
I'm
I'm,
not
sure
how
I
mean,
if
there's
another
proposal
about
how
you
get
Stop
Those
casualties,
I'm,
very,
very
interested,
but
from
my
own
research
I'm.
E
Well,
there
was
an
alternative
proposal
and
it
was
a
less
intensive
scheme
which
cost
less
money
and
offered
better
value
for
money
on
the
a660..
But
the
scheme
was
enhanced
when
more
money
was
offered
from
the
government.
A
Okay,
thank
you.
I've
got
a
question
for
you
in
your
in
your
report.
In
what
you
were
presenting
earlier,
you
said:
the
stretch
of
road
has
got
more
car
users
than
pedestrians
using
the
cycle
Lane
and
walking
Lane.
What
evidence
have
you
used.
A
Okay,
I'll
wait
for
I'll
refer
that
to
the
officers
when
it's
their
turn
to
come
in
any
other
questions
and
yeah
Council
Brooklyn.
G
This
is
a
road
I
know
well,
actually
so,
including,
but
not
exclusively,
so
we're
going
to
headingley
for
the
cricket
and
I'll
be
asking
officers
about
the
blockages
of
Michael
Road
in
new
course,
but
I
was
going
to
ask
councilor
golden.
He
refers
to
more
congestion
on
the
minor
minor
roads,
thus,
presumably
cursor
Road
Burley
Road
Etc,
which
ones
does
it
have
in
mind
on
that
question?
G
And
secondly,
the
whole
scheme
is
about
the
mile
and
a
half
I
wondered:
how
long
is
the
shared
space
between
pedestrians
and
cyclists.
E
On
the
last
issue
of
the
length
of
road,
I
think
you're
better
off
asking
officers
for
that,
one,
because
I
don't
have
that
information
at
hand,
but
it's
significant
and
in
terms
of
the
it
was
it's
the
congestion
on
this
route
itself,
which
creates
great
a
number
of
I'm
trying
to
think
how
many
it
was
now.
E
It
was
a
significant
19,
I
think
of
the
current
road
users
to
seek
alternative
routes.
It
doesn't
mention
what
those
alternative
routes
might
be
in
previous
years,
a
lot
of
people
used
to
divert
onto
local
streets
to
park
up
and
take
the
bus
into
town.
When
congestion
was
an
issue.
E
However,
there's
been
significant
investment
in
Residence
parking
schemes
throughout
the
area,
so
that
option
isn't
open
for
commuters
to
use,
so
they
will
still
intend
to
get
to
the
center,
but
they
will
be
using
alternative
routes,
and
it
may
be
that
spendling
gets
used.
It
may
be
that
memward
Road
gets
used
whichever.
But
the
point
is
a
lot
of
people
cross
from
One
Transport
Corridor
to
another
by
using
side
residential
streaks
and
that's
where
the
greater
risk
for
injury
is
potentially
because
you
can't
plan
alternative
routes.
Do
you
see
what
I
mean.
A
Thank
you
any
other
questions
for
councilor
Galton.
A
Okay
officers
are
now
calling
councilor
Hayden
Gary
and
if
Martin
is
here
as
well,
if
you
need
any
support,
so
thanks
Martin
for
coming
so
over
to
you,
councilor
Hayden,.
K
Thank
you
very
much
chair
and
thank
you
for
the
opportunity
to
to
speak.
I
mean
the
a660.
Is
a
world
well
known
to
a
lot
of
us
and
it's
a
crucial
and
very
well
used
Corridor
for
many
residents
in
Leeds
and
being
one
of
the
busiest
routes
in
the
city.
It
sees
a
large
volume
of
bus
passengers,
cyclists,
pedestrians
and
car
users.
K
In
fact,
I
get
a
little
bit
annoyed
that
there
are
60
buses
an
hour
on
this
route,
yeah
exactly
Council
La,
exactly
this
route
coming
from
East
Leeds
I'm,
not
jealous
at
all.
This
route
was
subject
of
a
bid
to
active
travel
England
setting
out
what
we
believe
could
be
achieved
against
a
fixed
funding
amount.
K
So
that's
the
initial
fun
initial
amount
that
councilor
Galton
was
referring
to,
but
the
potential
of
this
scheme
and
its
transformational
impact
was
something
that
active,
England,
recognized
and
supported
offering
us.
They
offered
us
greater
funding
over
double
what
we've
requested
initially
to
go
for
an
enhanced
scheme,
which
was
which
would
fulfill
our
and
theirs
Ambitions
and
I'm
not
going
to
apologize
for
being
ambitious
for
anywhere
in
Leeds
and
and
to
getting
that
making
sure
that
we
tackle
all
kinds
of
crises,
including
the
vision,
zero
that
we
were
talking
about
this
morning.
K
So
this
is
money
that
had
not
been
reallocated
from
another
lead
scheme.
It
is
not
money.
That's
been
taken
from
another
Community,
it
is
central
government
funding
that
would
not
have
come
to
this
city
in
any
other
form,
it's
money
that
would
go
back
to
the
government
if
we
didn't
use
it,
it's
money
that
couldn't
be
reallocated
to
another
scheme
and
I
think
that's
really
important
to
remember
this
scheme
was
not
part
because
it
was
active,
travel,
England
funding.
It
was
not
part
of
the
inflationary
review.
I
just
want
to
make
that
clear.
K
All
the
schemes
were,
but
this
wasn't-
and
this
is
the
scheme
that
is
being
is
the
issue
for
the
call-in,
not
any
other
scheme
in
in
Leed.
So
I
just
want
to
make
that
clear,
because
I
think
it
could
get
conflated
that
money
was
given
to
this
scheme
in
the
inflationary
review
that
was
mentioned
by
councilor
Galton.
That
was
not
the
case.
This
money
always
came
to
this
scheme
separately
from
active
travel,
England
and,
ultimately,
the
government.
K
This
is
grant
funding
to
support
local
transport
authorities
with
producing
cycling
and
walking
facilities
and
the
Improvement
of
this
key
metric,
active
travel,
England
used
to
determine
value
for
money
historically
and
as
a
layperson
I'm
talking
about
and
these
these
people
great
people
beside
me
are
much
more
expert
in
this.
But
historically,
when
you
look
at
value
for
money
for
a
transport
project
for
a
role
project,
you
look
at
the
reduction
in
car
Journey
times.
K
That's
what
gives
you
the
value
for
money,
not
in
this
day
and
age
now,
and
thank
goodness
things
have
moved
on,
but
that
that
calculation
hasn't
so
active
travel
England
are
not
concerned
with
reduction
in
car
Journey
times.
They
are
concerned
with
making
it
safe
and
more
attractive,
attractive
for
people
to
cycle
and
walk
and
get
in
that
modal
shift.
That's
what
they're
set
up
to
do
so
in
terms
of
value
for
money.
This
gives
the
scheme
fantastic
value
for
money,
because
that's
what
it
will
achieve.
K
I
think
it's
important
to
suggest
some
of
the
reasons
why
we're
doing
this
scheme.
The
scheme
will
be
a
transformational
high
quality,
segregated
cycling
and
walking
route.
Totaling
2.8
kilometers
in
length
on
one
of
the
busiest
corridors
in
the
city
is
already
well
used
for
walking
and
cycling,
something
we
would
like
to
see
expand.
One
thing
that
puts
people
off
cycling
and
walking
is
the
risk
of
injury
and
we've
heard
about
172
casualties
over
five
years.
K
They,
we
know
all
Junctions
all
roads
which
could
feel
safer
and
I'm
proud
of
the
work
we
are
doing
on
division,
zero,
which
we
spent
a
great
deal
of
time
talking
about
this
morning.
Then,
if
he's
doing
what
we're
doing
to
remove
those
points
of
conflict,
it's
something
we
see
on
this
Corridor.
Unfortunately,
this
route
suffers
from
a
high
casualty
rate
and
of
them.
K
K
Oh,
have
you
got
them
written
down?
There
am
I
right
there.
Exactly
71
of
this
172
were
cyclists
and
pedestrians,
and,
and
there
so
I
think
we
really
need
to
bear
that
in
mind.
K
So
when
the
calling
papers
talk
about
a
small
benefit
for
cyclists
and
I
talked
this
morning
about
every
one
of
those
casualty
figures
being
a
person
who
has
friends
and
family
who
love
them,
that's
a
big
benefit
for
those
100,
100,
say
people
I,
can't
my
math
isn't
great
120
people
shall
we
say
that
will
be
kept
safe
from
from
other
car
users.
K
The
the
analysis
indicated.
We
could
have
saved
a
tragic
fatality
that
also
occurred
in
this
route,
so
that,
thankfully-
and
it
is
one
per
it-
was
one
person
and
that's
bad
enough
of
those
172
one
was
a
natural
fatality,
but,
as
we
heard
this
morning,
they
have
to
be
really
serious
to
get
into
the
into
the
casualty
figures.
You
know
we're
not
talking
about
bumps
here,
we're
not
talking
about,
they
have
to
be
serious
injuries
and
therefore
every
one
of
them
is
life-changing
for
that
person
and
their
family
and
friends.
K
Now
we
all
know
about
this
route,
don't
we
and
the
many
pubs
and
the
students
and
the
middle-aged
people
like
me
that,
like
to
frequent
them
every
so
often,
but
actually
those
casualties
are
not
caused
by
intoxicated
individually
accepting
six
percent
of
cases.
So
we're
talking
about
people
just
normally
using
this,
this
Corridor
and
and
living
their
lives,
and
in
and
and
traveling
along
this
Corridor
by
various
routes,
but
the
ones
who
are
suffering
are
those
who
are
walking
and
cycling.
K
Many
people
here
will
know
it's
been
a
hard
route
to
get
right
and
we've
carried
out
extensive
consultation
and
I'd
like
to
thank
Kat
and
her
team.
It
was
brilliant
consultation
and
they
went
above
and
beyond
to
make
sure
that
people's
voices
were
heard
and
because
we
wanted
to
make
sure
we
were
delivering
what
the
people
use
and
live
by
this
Corridor
want
of
nearly
2
000.
There
were
63.3
percent
positive
responses
to
these
proposals.
K
I
think
it's
really
clear
to
note
that
the
and
and
I
will
have
the
figures
here
and
Cat
will
be
able
to
help
me
out
more,
but
a
high
percentage
of
people
actually
lived
and
worked
in
the
area
on
the
corridor
so
and
I
think
it's
really
important
to
get
the
risk
to
get
the
voice
of
people
who
live
near
the
a660
or
on
the
a660
or
how
businesses
are
frequent
shops
and
pubs
and
and
businesses
along
the
a660,
not
just
the
people
who
are
coming
from
somewhere
else
in
this
in
the
city
to
sub
to
the
city
center
I
think
the
focus
has
to
be
on
those
people
and
I'll
bring
in
here
now
that
actually
country
talk,
Council
Carlton
said
there
will
be
a
positive
effect
on
air
quality,
which
is
incredibly
important
for
people,
especially
our
children.
K
The
project
integrates
radical
Junction
reform
and
we
heard
about
that
as
well,
Junctions
and
notoriously
difficult
to
get
right,
but
they're
the
ones
with
all
the
the
kind
of
different
movements
that
cause
the
most
problems
and
they're
really
difficult
to
include
segregated
cycle
facilities
that
meet
the
wishes
of
local
people
and
satisfies
ate
active
travel,
England
criteria.
K
The
work
we
are
doing
looks
at
the
whole
Corridor
making
improvements
to
the
public
realm,
so
people
can
walk
on
better
streets,
upgrades
to
bus
stops
and
bus
infrastructure
uses
signals,
as
well
as
bus
journey
and
reliability
Improvement
times
now,
then
we
might
not
be
putting
in
a
bus.
Any
new
bus
lanes-
that's
not
the
only
way
you
can.
K
You
can
improve
bus
reliability
in
bus
times.
Yes,
it
will
be
only
a
small
Improvement
on
bus
times,
but
the
reliability
is
crucial
to
people
getting
people
onto
the
bus
and
using
them
if
they
know
that
a
bus
is
going
to
turn
up
and
it's
going
to
arrive
when
it
says
it
is,
and
you
can
do
a
lot
of
work
of
getting
that
reliable
reliability
through
signaling
and
allowing
buses
through
rather
than
rather
than
cars.
K
The
introduction
of
fully
segregated
inbound
and
outbound
cycle
tracks
through
Road
space,
reallocation
to
improve
and
provide
safe
and
attractive
cycling
facilities
along
the
a660
corridor.
Address
injury,
collisions
involving
both
cyclists
and
pedestrians
and
encourage
more
sustainable
travel.
None
of
that
I
think
will
be
a
small
impact.
In
fact,
I
think
it
will
be
a
transformational
huge
impact
for
this
corridor.
K
Councilor
Galton
talked
about
shared
space
and
officers
will
give
the
actual
and
and
yourself
asked
about
Jr
restaurant
or
it
was
asked
sorry,
councilor
Buckley
asked
about
shared
space.
It's
a
very
small
percentage
of
this
of
this
of
this
scheme
and
primarily
concentrated
at
those
Junctions,
where
it's
very
difficult
to
get
wholly
segregated
cycle
Lanes,
but
that
can
be
cleared
up
later.
K
The
climate
emergency
I've
mentioned
that
in
the
discussions
it's
been
to
my
mind
and
in
my
opinion-
and
this
is
just
my-
it's
been
focused
on
the
a660
as
a
corridor,
but
I
want
to
see
this
as
a
scheme
that
puts
the
communities
and
I've
mentioned
children,
but
I've
there's
and
that's
just
because
I
was
a
teacher
and
they
will
always
be
my
main
focus,
but
it's
putting
everybody
who
lives
and
works
and
and
older
people
who
are
people
with
Mobility
problems
of
any
age
that
will
put
in
them
first
but
bringing
the
whole
Community
together.
K
So
it's
putting
communities
and
people
at
the
heart
of
it's
a
people
first
scheme
and
isn't
that
what
we
want
in
Leeds
that
we
everything
we
do
puts
people
first.
K
So
this
game
will
create
public
spaces
that
spark
for
spontaneous
interactions,
bring
people
together
and
then
spend
time
in
their
District
centers,
which
will
improve
the
economy
of
the
local
area
as
well.
But
actually
do
you
know
what
brings
to
mind
first.
Is
that
war
memorial
outside
Saint,
Michael's
and
I?
Wouldn't
it
be
lovely
to
have
that
public
realm
there?
So
you
know
I'm,
Remembering,
Sunday.
The
whole
area
can
come
together
and
bring
people
together
and
not
have
to
be,
and
that
area
those
minor
roads
won't
be
able
to
won't
have
to
be.
K
They
won't
be
tripping.
They're
tripping
over
Park
cars
have
a
beautiful
state
to
bring
the
community
together.
The
scheme
will
connect
together
a
historically
significant
and
beautiful
part
of
our
city,
provide
access
to
high
quality,
Green,
Space
and
world-class
education
facilities,
and
we
want
this
scheme
to
show
people
that
you
can
live.
Study
travel,
work
and
spend
time
in
a
people-focused
lead
and
it
will
deliver
21st
century
infrastructure
infrastructure
for
a
fast-growing,
ambitious,
modern
city.
Thank
you,
chair.
A
Thank
you
very
much
councilor
Hayden
Gary.
Would
you
like
to
come
in
now.
J
Thank
you,
Chad
I'm,
going
to
try
desperately
not
to
repeat
some
of
the
comments
made
by
councilor
Hayden,
no,
that's
fine
and
because
of
the
discussions,
but
some
of
the
discussion
today
so
far
has
been
around
transport.
Modeling.
Sorry,.
A
J
J
If
I
may
so
it's
been
explained,
this
was
a
bidding
process
that
we
often
get
into
with
the
likes
of
active
travel
England,
and
so
we
work
alongside
themselves
in
terms
of
what
they're
looking
for,
but
also
because
it's
channeled
through
YCA,
we
work
with
wike
at
the
combined
Authority
and
the
district
Partners
to
put
in
the
best
schemes
that
have
the
best
chance
of
securing
external
funding
and
we're
all
familiar
why
we
are
going
for
external
funding
at
the
present
time
we
put
in
a
a
scheme
that
was
around
five
million.
J
But
the
key
point
to
note
here
is
that
X
that
excluded
some
critical
issues
that
were
expensive
to
address
at
that
time
and
a
decision
rightly
or
wrongly,
was
taken
at
that
point
in
time
to
still
go
ahead
with
that
bid
or
progress
it,
because
putting
those
expensive
elements
in
might
run
the
risk
of
it
not
being
successful.
J
So
that's
just
a
tactic
that
was
developed
in
that
process
that
followed
working
with
ate
active
travel
England.
J
They
recommended
to
us
that
we
add
and
resolve
those
critical
issue
areas
into
the
scheme
and
that's
what's
resulted
in
the
cost
of
around
10
million
pounds
and
the
scheme.
That's
before
us
is
referenced
in
the
report.
Talks
about
complying
with
ltn,
120,
local
transport,
note,
120
and
all
cycling.
J
Schemes
that
are
channeled
through
ate
must
comply
with
that
to
make
sure
that
the
highest
quality
schemes
are
delivered
and
schemes
that
do
not
meet
ltn
120
stand
a
very
good
chance
of
not
being
progressed,
and
that's
the
world
that
we're
working
with
them
so
ate
have
assessed
this
game.
They've,
guided
us
and
recommended
certain
things
for
us
and
on
at
least
two
occasions
as
I
understand
it,
they
have
deemed
it
value
for
money
for
their
money.
That's
been
allocated
to
this
scheme,
so
I
think
in
in
Broad
terms.
J
J
J
It
needs
to
be
remembered
at
this
point
that
it
is
a
competitive
process
and
our
district
Partners
put
in
bids
for
this
funding
as
well,
and
many
of
their
schemes
were
unsuccessful,
which
in
itself
caused
some
other
issues
for
waiker
I.
Think
the
points
around
public
consultation
have
been
addressed
by
councilor
Hayden,
perhaps
just
to
note
that
Ward
members
were
involved
throughout
on
on
many
different
occasions
and
I'm,
not
aware
of
any
significant
objections
or
comments
being
made
against
the
scheme.
J
Council
haters
made
the
clear
point.
We
we
spent
a
couple
of
hours
this
morning
talking
about
Vision,
zero
and
I.
I
will
repeat
the
stats
here,
because
they
are
so
alarming:
155
collisions,
172
casualties
between
2016
and
2021
and
and
just
to
add
here
surprisingly,
as
a
highway
Authority.
We
do
not
have
that
many
statutory
duties,
but
one
that
we
do
have
very
clearly
is
around
reviewing
Road
Safety
on
our
Network,
reviewing
where
collisions
are
occurring
and
putting
together
a
program
of
a
road
safety
program.
J
I'm
going
to
leave
it
there
and
may
I
call
upon
Paul
Foster,
please
to
just
explain,
perhaps
a
little
bit
more
around
the
modeling,
BCR
and
DFT
web
tag
processes,
because
over
the
last
few
years,
the
schemes
that
many
Highway
authorities
across
the
country
run
up
against
DFT
web
tag
processes,
because
they
are
a
few
years
old
now
and
do
not
reflect
or
do
not
account
for
the
type
of
schemes
that
we
are
trying
to
deliver
on
the
ground.
J
A
Thank
you
very
much,
Gary,
just
a
reminder
when
you're
using
abbreviations
we've
got
the
public
listening.
So
if
we
can
break
it
down,
then
they
are
not
as
technical
as
ourselves.
So
when
you
go
TBR
VSR
just
tell
us
exactly
what
that
stands
for,
so
that
those
watching
from
you
know
the
public
would
know
exactly
what
we're
making
reference
to.
Thank
you
very
much.
L
Thank
you,
and
so
I
want
to
just
explain
a
little
bit
about
the
business
case
which
obviously
councilor
Goins
read
in
in
detail
and
some
of
the
clarifications
and
the
the
methodologies
that
we've
used
in
there
and
how
they
maybe
don't
reflect
the
situation
that
will
actually
occur
on
the
ground.
So
it's
clearly
that
we
are
set
this
guidance
by
the
department
for
transport,
DFT
and
and
the
West
George
combined
Authority
assure
assure
these
schemes,
and
we
submit
the
business
case
to
them
for
their
approval.
L
The
the
business
case
and
the
value
for
money
part
was
made
up
of
two
parts
of
modeling
that
was
done
and
again
I've
got
another
number
of
abbreviations
here.
So
there
was
an
AMA
which
is
a
active
mode
appraisal
tool.
L
Now
that
is
the
one
that
has
been
developed
with
the
help
of
active
travel,
England
and
the
department
for
transport
to
look
at,
as
it
says,
on
the
tin,
active
travel
benefits
that
has
been
appraised
in
in
the
scheme
and
comes
out
with,
obviously,
as
you
can
imagine,
a
positive
benefit
and
where
the
the
numbers
that
the
400
increase
in
cycling
comes
out
of.
L
L
On
top
of
that
now
that's
what
active
travel
of
England
had
done,
and
all
schemes
across
the
country
use
that
amap
tool
to
assess
schemes
and
they
prioritize
them
across
the
country
to
pick
the
ones
which
were
the
that
gave
the
biggest
benefit
and
where
they
wanted
to
invest
their
funding.
L
In
addition
to
that,
the
process
for
the
combined
Authority
is.
We
also
use
some
Highway
model
to
to
look
at
the
effects
of
the
traffic
impact
of
this
scheme.
Now,
as
councilor
gone
scares,
the
skate,
the
model
that
we
we
ran
for
that
shows
traffic
displacing
onto
adjacent
corridors.
L
However,
there
are
some
flaws
in
that
model
in
that
it
was
built
based
on
2016
flows
and,
as
we
all
know,
since
then,
we've
had
covid.
Traffic
flows
have
reduced
in
the
peak
hours,
especially
and
so
actually
the
risk
capacity
on
the
network
to
make
changes
or
to
reduce
traffic
capacity,
because
it
isn't
there
anymore.
Those
peak
hours
are
not
as
busy
as
they
used
to
be
and
so
that
allocation
of
time
at
Junctions
or
space
on
the
roads
in
terms
of
lanes
is
possible.
L
So
using
that
that
the
model
that
we
had
with
the
2016
base,
what
it
showed
was
that
at
2038,
which
is
when
the
appraisal
and
the
value
for
money
calculations
all
are
done
between
now
and
then
traffic
was
29
above
what
it
actually
was
in
2023.
L
L
As
part
of
the
development
of
mass
transit
at
the
moment,
but
it's
not
ready
to
use
so
the
best
tool
we
had
was
this
2016
model
and
we've
used
that
and,
as
you
can
see,
that
the
other
the
other
and
then
the
additional
element
of
that
model
is,
it
doesn't
have
a
mode
shift
element
for
moving
from
car
or
bus
to
active
modes.
So
again
it
was
a
worst
case
scenario.
Using
that
model
didn't
have
that
mode
shift
that
we,
the
other
part
of
the
model
the
Amat
suggested,
would
happen.
L
So
there's
a
number
of
things
in
play
in
that
business
case
that
show
How,
It
Was,
a
Very,
robust
or
worst
case
scenario
in
terms
of
the
traffic
modeling,
and
even
in
that
scenario
you
know
it.
It
comes
to
a
a
relatively
different.
The
the
figures
are
not
not
huge.
L
What
it
shows
I
think
from
all
all
of
that
is
and
and
that
that
that
business
case
was
submitted
accepted
by
the
Project's
appraisal
team
at
the
combined
Authority,
and
obviously
that
decision
went
through
and
approved
that
scheme
the
funding
for
that
scheme
and
it's
obviously
been
through
active
travel
England
again.
They
they
were
happy
that
this
funding
should
come
here.
The
other
point
to
raise
I
think
was
also
that,
in
terms
of
reallocation
of
space,
we
had
already
implemented
a
temporary
scheme
that
were
actually
the
history
is.
L
We
have
now
put
in
temporary
ones
and
orcas,
which
are
the
little
polls
that
separate,
give
it
an
added
segregation,
and
then
this
scheme
will
come
along
and
make
it
it
with
proper
curbs.
So
in
a
way
that
allocation
of
space,
this
isn't
taking
that
space
away
from
cars.
It's
just
making
the
cycling
facilities
that
are
there
their
higher
quality.
L
The
the
reason
that
the
the
reduction
in
capacity
happens
is
around
the
changes
that
we're
making
at
Junctions
and
the
majority
of
those
are
around
benefit
to
pedestrians,
as
well
as
cyclists,
and
especially
in
places
like
headingley
Center
and
a
high
Park
Corner.
Those
are
places
with
very
high
footfall
and
it's
more
about
getting
the
people
across
those
Junctions
with
least
delay
and
in
the
safest
way,
so
I
think
I
believe
that
I
hope
that
explains
a
little
bit
around
the
value
for
money
and
where
we
are
what
I
would.
L
The
final
point
is
that
the
significant
amount
of
benefits
that
you
get
in
the
value
for
money
case
are
around
health
benefits,
so
the
majority
of
their
accident
benefits
there
are
quality,
benefits,
noise
and
greenhouse
gas
benefits,
but
the
majority
of
them
are
around
health
and
by
getting
that
mode
shift
and
making
people
more
active
and
healthier.
That's
the
benefit
that
we
get
from
this
scheme.
A
Thank
you
very
much,
Paul,
truly
appreciate
it.
Sorry,
okay,
I've
just
been
told
that
you
use
the
word
accident
as
as
a
board,
we
use
Collision.
So
that's
okay,
we're
all
human,
so
yeah
she's
The
Telltale.
So
that's
all
right!
We'll!
Let
you
off!
Thank
you
very
much
for
that
I
know.
Gary
did
mention
what
counselors
were
consulted
and
I'll
declare
here.
I
was
one
of
the
ward
counselors.
That's
this!
The
the
road
is
in
my
in
my
neck
of
the
woods.
A
I
served
there
as
an
elected
member
as
well
as
I've
also
lived
in
the
area.
So
I
must
put
in
here
that
this
was
a
scheme
that
I
actually
welcomed,
especially
when
it
comes
to
safety,
but
the
debate
will
continue
as
and
I
do
know.
We
also
have
another
counselor
who
was
also
consulted,
that
serving
whitwood
and
that's
counselor,
Wilson
I
know
you
want
to
come
in
now
after
yourself
will
be
counselor
lay.
You
asked
to
commend
it
here,
but
the
question
is
not
to
counselor
golton.
B
Yeah
I'm
this
scheme
isn't
in
wheatwood,
but
obviously
it's
adjoins
it
and
many
of
my
constituents
use
this
route,
including
myself
every
day.
So
it
has
a
big
big
impact
on
my
constituents.
B
I
was
going
to
ask
for
clarity
around
the
valley
for
money
thing
and
why
the
extension
of
funding
and
why
that
was
important
or
not
to
value
for
money,
but
I
think
you've
actually
answered
that
pretty
comprehensively
I
wanted
to
yeah
put
to
question
a
couple
of
the
points
raised
by
councilor
golton,
so,
first
of
all
expected
modal
shift,
let's
say
within
Marine,
Road
or
or
within
that
within
that
area,
I
would
assume,
given
the
conversations
I've
had
for
constituents
that
we
would
expect
in
terms
of
modalship
benefits
there
to
be
substantial
ones
to
people
who
live
in
the
area
affected
and
within
Marine
road,
because
many
of
those
people
do
in
fact
drive
to
work
at
the
moment,
but
but
who
would
say
that
if
things
felt
safer,
they
would
be
willing
to
cycle
I.
B
Also
just
wanted
to
ask
about
an
e-bikes.
Has
there
been
any
analysis
of
the
expected
impact
of
the
Inc?
We've
talked
about
the
increased
use
of
e-bikes
today,
but
again
doing
my
own
research.
Outside
of
these
reports.
The
figure
I
saw
was
that
e-bike
Journeys
replaced
car
Journeys
at
a
much
greater
Factor
than
than
manual
push
bikes
about
50.
Something
like
that.
B
So
has
there
been
any
analysis
done
on
the
uptake
of
e-bikes
and
how
that
affects
the
likelihood
of
the
these
safe
cycle
routes,
increasing
modal
shift
and
obviously
within
that
we've
got
the
lead,
City
bike
scheme,
so
I
suspect
it's
too
soon
to
say
on
that,
but
that's
a
factor
as
well
and
then
just
on
the
kind
of
risk
side
of
e-bikes.
B
You
know:
we've
talked
about
the
mixing
of
e-bikes
with
pedestrians,
but
I
did
know
again
in
the
report.
42
of
the
casualties
involve
people's
cycling,
so
the
risk
of
those
people
cycling
mixing
with
motor
traffic
compared
to
the
risk
of
people
cycling
mixing
at
those
spots
with
pedestrians
it'd
be
good
to
understand
what
the
relative
risk
is.
If
you
see
what
I
mean
so
I
wonder
if
there's
any
studies
or
information
about
that
as
well.
A
I
Chair,
thank
you.
Everyone
I
think
it's
important
that
we've
had
an
opportunity
to
scrutinize
this
rather
large
cost
scheme
when
we
take
into
consideration
the
discussions
that
are
taking
place
about
High-Speed
Rail
in
the
show
currently
and
the
importance
for
value
for
money.
I
So
thank
you
to
my
colleagues
for
bringing
it
to
scrutiny
and
I.
Think
members
of
this
scrutiny
board
will
will
have
found
the
conversation
conversation
so
far
of
value.
Many
of
my
initial
thoughts
have
been
answered.
I
think
that
it's
clear
that
the
council
officers
believe
this
is
good
value
for
money,
even
though
the
initial
report
suggested
that
perhaps
it
wasn't
but
I
think
councilor
how
how
Hayden
has
come
in
and
said?
I
Well
actually,
active
travel
England
wanted
this
to
do
the
bells
and
whistles
and
everything,
and
that
has
pushed
up
the
the
cost.
So
I
can
understand
where
a
cost
of
10
million
for
2.8
kilometers
may
come
from
now,
because
obviously,
some
early
research
I
did
before
this
meeting
was
looking
at
asking
good
old
Google
and
the
DFT.
I
I
Well,
obviously,
this
is
much
more
than
that
per
kilo
kilometer
and
reassured
this
morning
we
obviously
had
a
very
long
debate
about
Vision
zero
I
do
believe.
Active
travel
does
make
pedestrians
and
cyclists
safer
and
I
believe
that
this
should
help,
particularly
when
we
also
have
so
many
revelers
that,
like
to
take
part
in
otley
run
at
the
weekend,
could
I
ask
just
about
segregated
cycle
paths,
there's
lots
of
different
type
of
cyclists.
I
Of
course,
there's
the
type
like
my
wife
who
won't
get
on
her
Mary
Poppins
bike,
because
she
feels
unsafe
and
then
there's
the
like:
we're
wearing
men
and
women
that
scoot
into
into
the
city
center
to
their
place
of
work.
These
scooters
into
work
in
their
Lycra
and
and
showering
at
work,
etc.
I
They're,
not
professional
cyclists.
Are
they,
but
they
take
cycling
to
work
seriously.
Well,
they
use
these
or
are
we
looking
at
the
types
of
cyclists
cyclists
that
Helen
spoke
about
Children
and
Families?
My
wife?
Certainly,
my
wife
would
probably
use
this,
but
she
might
not
use
it
if
someone
in
Lycra
or
similar
design,
speed
pasta,
but
if
they're
not
going
to
be
in
the
cycling
Lane,
then
it
negates
that
element
of
cyclists
using
it.
Doesn't
it
also?
I
My
final
question
really
is:
is
this
part
of
a
wider
scheme
for
the
the
a660
because
obviously
I'm
my
community?
Many
of
them
come
this
way
from
otley
from
Yeadon,
come
down
the
a660?
I
It
is
true,
there's
probably
four
routes:
Forum
a65,
Burley,
Road,
Stonegate,
Road
and
headingley,
and,
depending
on
what
Google
tells
me
that
day,
I'll
go
down
one
of
those
four
when
I
put
it
into
the
Civic
Hall,
so
it
says,
could
we
have
a
park
and
ride
where
I
can
bring
my
bike
or
have
a
Barrel's
bike
at
that
end
of
the
city
where
I
can
park
up
and
then
do
the
last
three
miles
or,
however
far
it
is
from
the
outer
Ring
Road,
because
all
these
changes
seem
to
be
taking
place
inside
the
Ring
Road,
with
very
little
consideration
for
those
that
was
outside
and
that's
it
really
I
think.
A
K
G
Council
La
just
said
it
seems
to
be
all
happening
inside
the
Ring
Road,
which
is
true,
for
instance,
10
million
pounds
in
one
and
a
half
miles,
and
yet
I
couldn't
get
a
hundred
yards
of
bus
lane
in
more
Town
Ward,
where
all
Woodly
residents
go
through
every
day
and
I
was
told
it
was
down
the
priority
list
and
it
couldn't
happen.
It
would
have
cost
about
10
Bob.
G
G
G
Well,
actually,
it's
our
money,
it's
the
taxpayers,
money
blocking
off
some
Michael's
Road,
which
is
something
I
use
occasionally
past
the
war
memorial
which
councilor
Holden
mentioned
now
it
sounds
wonderful
to
have
a
war
memorial
on
its
own
by
the
church,
very
nice,
but
where's
the
traffic
going
to
go
coming
up
out
of
Leeds
to
turn
left
towards
the
back
of
the
cricket
ground.
The
answer
is
presumably
up
to
queue
in
eight
or
nine
minutes
of
traffic
to
North,
Lane
traffic
lights,
turn
left
and
then
turn
left
down
to
Michael's
line.
G
K
K
But
I
just
yeah
cancel
it
were
you
googling
of
how
much
does
a
a
cycle
length,
cost
you're
right
putting
in
a
straight
thing
of
segregate
cycle,
Lane
will
cost
that
amount
of
money.
It's
the
Junctions
and
there's
17
of
them
along
this.
Along
this
stretch,
it's
one
2.8,
kilometers
I,
don't
my
maths
won't,
but
I'm
assuming
Council
book
is
right
at
1.5
miles.
K
I,
don't
know,
somebody
else
will
have
to
clarify
that
permission,
but
it's
the
17
Junctions
that
cost
the
money,
because
that's
when
the
interactions
happen,
that's
why
it's
really
hard
to
get
right.
So
that's
that's
why,
in
terms
of
different
types
of
cyclists,
yes
I'm
with
your
wife
on
this,
you
know
won't
catch
me
dead
in
Lycra,
but
it's
they
are
wide
enough.
K
So
to
accommodate
the
cycle
lanes
are
wide
enough
to
accommodate
the
people
going
at
different
different
speeds
and
indeed
Wheels
wheeled
two
two-wheeler
three
wheelers-
that
for
people
with
disabilities,
who
can't
use
a
standard
bike,
so
they're
wide
enough
to
accommodate
those
and
will
who
will
be
going
at
different
speeds
to
to
other
people
and
then,
of
course,
as
children
and
everybody
else
who
will
be
doing
and
those
of
us
who
are
not
as
fit
as
other
people.
K
So
I
just
wanted
to
to
clarify
that
I
mean
councilor.
Buckley
talked
about
it's
our
money.
Of
course
it's
our
money,
but
we
can't
have
60
million
people
deciding
where
money
spent,
so
it
has
to
go
into
different
pots
and
therefore,
and
then
the
government
agencies
decide
where
to
spend
our
money.
So
when
we
refer
to
it
as
them
and
we're
talking
about
the
money.
That's
given
to
different
government
agencies.
K
The
thing
councilor
light
asked
about
other
schemes
in
the
in
the
city.
If
that's
not
the
focus
of
this
calling,
this
calling
is
to
look
at
the
a660
scheme
that
is
before
us.
So
I
will
point
to
that
with
in
in
terms
of
council
Buckley's
point
about.
K
Is
it
getting
a
park
and
ride
and
and
then
other
schemes
I
mean
councilor
Buckley
I
live
in
these
leads
I
would
love
to
spend
this
type
of
money
everywhere
in
Leeds,
and
you
know
I,
don't
I,
don't
live
I
have
spent,
which
is
why
has
spent
a
lot
of
time
on
this
Corridor
and
in
this
area
for
councilor
hesselwood's
election
in
May?
My
great
friend
and
so
I
now
got
to
know
this
area
extremely
well,
and
really
you
shouldn't
be
going
down.
K
Turning
left
down,
St
Michael's,
pastor,
church,
you
should
be
spending
that
extra,
eight
or
nine
minutes
is
a
bit
long.
Now
it
used
to
be
more
than
that
back
in
2016,
if
I,
remember
rightly,
but
you
shouldn't
be
going
down
there
anyway.
That's
where
residents
live.
You
should
be
sticking
to
the
main
big
roads
to
get
to
your
destination
and
I'm,
not
I'm,
hoping
I'm
not
being
school
teachery
like
that
with
you
there,
but
luckily
most
people
do
wait
in
the
traffic
along
the
main
road.
L
I
think
I
was
just
going
to
talk
about
the
e-bikes
I
haven't
done
the
particular
researches
about.
Where
is
some
of
the
studies,
and
it's
not
only
the
the
transfer
from
motor
vehicles,
but
actually
people
who
have
e-bikes
use
them
more
than
people
who
use
non-bikes,
so
they
actually
travel
further
and
more
often
as
well
once
they
have
them.
So
that
uptake
is
obviously
going
to
help
with
our
overall
growth
and,
as
part
of
our
monitoring
evaluation
of
this
scheme
going
forward.
L
I
think
it's
something
we
will
need
to
build
in
to
try
and
differentiate,
especially
when
we're
we're
doing
more
of
those
qualitative
surveys
and
asking
people
about
their
travel
Behavior
about
whether
e-bikes
are
affecting
that
but
yeah.
It's
definitely
definitely
a
key
point
to
to
note
I,
think
the
the
question
on
risk
and
and
where
they
are
on
the
carriageway.
Obviously,
this
this
scheme
is
very
much
about
segregated
space
for
cyclists,
so
taking
them
out
of
that
danger
of
the
traffic
and
also
segregating
them
clearly
from
the
pedestrians.
L
So
that
interaction
only
happens
in
those
small
sections
around
bus
stops
and
and
the
Junctions,
where
you
know,
there's
a
there's,
a
natural
inclination
to
slow
down.
L
A
M
Thank
you,
chairboard,
just
coming
back
to
councilor
Wilson's
assumption
about
the
the
majority,
the
people
who
would
like
to
walk
and
cycle
because
it
is
actually
backed
up
in
our
consultation.
So
we
did
a
consultation
in
30th
of
January,
the
5th
March
2023
in
support
of
this
scheme
and
all
the
councilors
were
briefed
on
this
prior.
We
asked
for
permission
to
go
to
consult
and
it
turned
out
that
actually
we
asked
two
questions.
So
how
do
you
currently
travel
in
the
area?
M
And
how
would
you
like
to
travel
here
and
40
of
people
when
consulted
said
that
they
currently
travel
using
a
car
or
van,
and
that
number,
when
we
combine
when
we
asked?
How
would
you
like
to
travel
here
and
actually
33
of
people
said
they
would
like
to
walk
around
the
area
and
a
further
29
said
they
would
like
to
cycle
so
that
actually
drops
the
number
of
people
who
would
like
to
use
their
current
van
in
that
area
to
29
percent.
A
Thank
you.
Thank
you
very
much
councilor
Flynn
and
then
councilor
Foster,
you've.
D
Yeah
I'm
I'm
I'm
just
curious
about
the
the
calculation,
the
simulation
that
says,
you're
going
to
increase
cycle
usage
by
400
percent
and
I'm
wondering
you've
got
some
other
schemes
that
have
gone
before
this
and
I'm
thinking
of
the
cycle
super
highway
on
dewsbury
road,
so
I'm
curious
to
know
what
figures
the
simulation
came
up
with
for
that
scheme
and
what
the
actual
numbers
are
now
just
to
give
us
a
bit
of
an
idea
of
how
accurate
these
calculations
are
and
we'll
have
the
opportunity.
D
I
will
just
mirror
what
everybody
else
has
said.
That's
living
in
the
outer
areas
of
this
city
we've
had
all
our
virtually
all
our
schemes,
canceled
on
Leeds
Road
and
on
dewsbury
Road,
and
when
we're
talking
about
looking
after
our
people
and
making
sure
they
have
safe
pedestrian
access
to
amenities,
we
still
do
not
have
a
safe
footpath
to
get
us
to
the
only
station
that
we
can
walk
to
from
Ardsley,
which
is
an
outward
so
we're
100
meters
short
of
a
safe
footpath,
and
to
see
these
sort
of
schemes
going
in.
A
Okay,
members
can
I
just
re-emphasize
why
we
have
a
call
in
today
it's
regarding
the
a660
I
do
appreciate.
You
know
your
concerns
about
where
you
represent,
but
please,
if
we
stick
to,
why
why
we
have
a
call
in
we
are
aboard
and
we
could
bring
other
issues
at
a
later
date.
But
could
we
kindly
stick
to
the
issue
and
why
we're
here
today
and
it's
the
a660.
thank
you
councilor
Flynn.
D
H
You
very
much
a
couple
of
things
really
already
said
before
that
the
value
for
money
sort
of
argument
was
basically
around
health
benefits,
I
think
mainly
and
Gary
I
think
said
earlier
that
the
value
for
money
costs
benefit
analysis
or
whatever
they
did
was
was
done
by
the
government
anyway,
because
it
was
government
money,
I,
I,
take
it
that
includes
killed
and
injured
on
the
roads,
basically
John
in
this
period
we
had
a
meeting
this
morning
and
on
the
paper
at
the
Leeds
roads,
Vision
zero
for
2040
indicated
that
the
numbers
killed
and
injured
on
roads
and
Leeds
had
fallen
steadily
until
2013,
but
has
remained
steady,
roughly
more
or
less
since
and
I
think.
H
During
the
last
10
years,
we've
seen
a
proliferation
of
cycle,
Lanes,
new
speed
limits
and
various
other
things
and
I.
Just
wonder
what
the
the
evidence
is,
basically
that
this
is
going
to
improve
that
particular
sort
of
situation,
because
it
it
does
affect
a
fairly
major
role
in
in
inheritedly
I've,
got
no
ax
to
grind
as
regards
cycling
or
motorist
or
whatever
or
ballistically.
For
that
matter.
I
just
want
you
to
justify
to
me
basically
that
this
scheme
is
is
cost
effective.
Whatever
you
want
to
call,
it
basically
is
cost
effective.
H
H
Mike's
already
asked
for
some
evidence
about
comparisons
elsewhere
in
the
city,
I
used
to
be
on
the
local
access
forum,
which
looks
at
access
from
pedestrian
cyclists
and
everybody
else
throughout
the
city,
and
one
of
the
members
of
that
was
a
cyclist
who
was
vociferous
in
his
defense
of
cycle
Lanes
and
all
the
rest
of
it.
H
When
I
asked
him
one
day
why
there
were
so
few
cyclists
on
many
sections
of
protected,
Elizabeth,
Road
and
I'm
thinking,
particularly
of
the
area
past
the
arena
down
there
down
to
meanwood
and
up
through
meanwood
there
I.
Rarely
if
ever
see
anybody
on
the
cycle
going
down
there
when
I
sort
of
cleared
this
term,
he
said
to
me
that
on
busy
roads
he
himself
would
not
go
on
because
it's
too
dangerous
and
I.
Just
wonder
what
the
point
of
all
this,
these
new
cycle
lanes
and
all
the
rest
of
it
are.
H
If
a
guy
who
wants
to
cycle
everywhere
is,
is
two
Frank's
too
strong
a
word.
But
what
is
concerned
about
going
on
areas
where
there's
lots
and
lots
of
of
traffic
and
finally
Gary
answered
the
question
before
I
asked
it
conservation
areas.
H
These
are
protected
areas
of
special,
architectural
or
historical
interests,
and
they
include
the
character
and
appearance
of
an
area
and,
as
Helen's
eloquently
pointed
out,
the
pedestrianizations
that
Michael's
road
is
is
an
obviously
attraction
so
far
as
that's
concerned,
but
I
fail
to
see
how
a
proliferation
of
signs
and
differences
in
the
road
structure
and
everything
else
is
going
to
add
to
the
character
or
appearance
of
the
a660,
particularly
when
it
doesn't
seem
to
be
to
be
any
evidence
that
they
actually
save
lives.
J
Okay,
I
need
to
go
on
to
that
last
point
in
terms
of
the
road
safety
aspect,
there's
172
casualties
here
and
with
the
junction
improvements
that
have
been
outlined,
we
would
be
very
confident
that
that
number
would
significantly
reduce
now
the
DFT
do
a
financial
calculation
which
is
a
bit
brutal
and
a
bit
harsh
in
terms
of
what
each
slight
serious
and
fatal
Collision
costs
the
economy
in
the
country.
J
It's
a
little
while,
since
I've
looked
at
the
cost,
the
actual
figures
from
department
for
transport,
but
certainly
fatals,
were
costed.
Around
2
million
last
time,
I
looked
slight
I
think
it's
in
the
region
of
20
to
30
000,
something
like
that
and
serious,
probably
in
the
region
of
a
quarter
of
a
million
again
I'd
have
to
double
check
those
figures,
but
I
think
I'm
not
far
out.
J
So
just
given
the
sort
of
benefits
the
road
safety
benefits
that
would
accrue
from
this
scheme,
I
think
there's
a
strong
case
from
recommending
it
and
moving
it
Forward
in
terms
of
the
cycle,
400
percent
question
Paul.
Are
you
able
to
pick
up
on
that.
L
So
think
so
you
you
ask
for
examples
in
the
rest
of
the
country,
the
rest
of
the
city
and
the
schemes
we've
done.
I
haven't
got
that
that
data
to
hand
I
think
the
400
is
probably
above
what
we've
achieved
on
any
any
of
the
other
schemes
we
have
had
numbers
and-
and
there
are
across
the
rest
of
the
country
and
that
hammer
is
meant
to
be
that
I'm
assessment
built
up
by
the
department
for
transport
and
active
travel
England
has
been
based
on
other
schemes
that
level
of
investment
in
so
that's.
L
You
know
that
calculation
comes
out
of
of
that
best
practice
from
elsewhere,
but
we'll
we'll
try
and
provide
you
with
a
little
extra
data
on
on
that
point,
and
it's
maybe
worth
Nick
talking
about
how
we're
going
to
look
at
the
conservation
areas
and
the
materials
Etc
there.
N
Yeah,
so
you
are
correct,
counselor
that
the
route
does
run
through
two
conservation
areas
and
as
part
of
the
design
process,
we've
been
working
closely
with
the
councils,
consolation
officer
and
team,
particularly
around
returning
the
existing
Conservation
Area
materials.
The
yorkstone
curbs
the
yorkstone
flagging
and
we've
also
been
asked
as
part
of
the
scheme,
to
pay
close
attention
to
the
three
historic
conservation
buildings
along
the
Route.
N
So
the
library
public
house,
it's
at
Michael's
Church
and
the
old
girls
high
school,
which
is
now
the
wetherspoons
in
terms
of
new
materials
that
we're
using
again
we're
looking
at
the
color
palette
to
make
sure
that
any
new
materials
that
are
brought
into
the
conservation
area
are
sympathetic
with
the
conservation
area
requirements
and
the
various
statements.
N
So
rather
than
tarmac
in
a
footwear
where
we
may
have
taken
up
an
old,
concrete,
flagged
Footwear
will
actually
be
looking
to
re-flag
the
Footwear
and
reduce
the
amount
of
black
tarmac
that
we're
actually
putting
down.
So
it
doesn't
become
a
hard
sort
of
harsh
Corridor.
We
retain
the
elements
of
the
various
conservation
statements.
M
Thanks
Nick
just
to
add
about
the
the
war
memorial
specifically
because
we
worked
with
the
Royal
British
Legion
on
this,
so
we
did
consult
really
closely
because
we
were
aware
that
it
was
quite
a
sensitive
area
and
I
just
want
to
say
again
from
the
consultation
so
on
closings
at
Miracles,
Road
Junction
to
motorized
traffic
to
prevent
them.
M
What
we
called
rat
running
in
the
consultation
57
of
respondents
were
supportive
of
the
initiative
and
then
more
specifically,
regarding
creating
a
space
surrounding
the
war
memorial
for
benches
planting
and
possibly
a
rain
Garden
73
of
residents
were
in
favor
of
those
proposals,
because
actually
that
brings
an
opportunity
for
a
little
bit
of
local
growth.
You
could
have
farmers
markets
and
things
like
that.
That's
that
opens
up
that
opportunity
there.
N
Just
to
add
to
the
the
point
about
Street,
clutter
and
Street
Furniture
as
part
of
this
overall
scheme,
we're
doing
a
full
Street,
Furniture
audit
and
today
I
mean
we're
only
three
quarters
of
the
way
along
the
corridor.
It's
part
of
the
process,
but
today
we've
identified
over
400
items
of
Street
Furniture,
which
are
either
old
and
need
replacing
in
better
condition
or
are
just
clearly
Surplus
to
requirement.
J
H
Thank
you,
I'm
reassured
regarding
the
conservation
area
anyway,
I
didn't
actually
hear
anybody
explain
the
apparent
peculiarity
of
the
fact
that
we
had
a
steadily
reducing
number
of
Road
accidents,
killed
and
injured
up
to
2013
and
over
the
last
10
years,
we've
had
a
huge
number
of
road
safety
improvements.
In
theory,
it
hasn't
actually
reduced
the
numbers.
H
You
also
gave
some
comparisons
of
the
models
that
have
been
used
to
get
the
for
Life,
the
the
400
increase
and
all
the
rest
of
it.
I'm
not
suggesting
you.
You've
invented
these
figures,
but
if
you're
looking
at
London
for
argument's
sake,
say
there
seemed
to
be
more
cyclists
in
London
than
there
are
vehicles
and
all
the
rest
of
it
all
the
comparisons
that
I
like
for
like
type
basis,
because
otherwise
they're
pointless
that
this
is
a
a
very
important
part
of
Leeds.
H
And
it's
a
it's
a
it's
a
very
narrow
pinch
Point,
as
you
come
in
from
the
north
and
I'd
be
yet
to
hear
anybody
prove
to
me
that
this
is
going
to
improve
Road,
Safety,
pedestrian
safety
or
bike
safety,
particularly
as
you're
going
to
combine
the
the
excuses.
E-Scooters,
the
lunatics
on
e-scooters,
the
ones
that
are
luna6
I,
should
say:
cyclists
in
Leica
or
Sandy's,
wife
and
pedestrians
using
the
same
space.
It
just
seems
a
recipe
for
disaster
to
me.
J
Okay,
I
thought
I'd
covered
off
the
road
safety
one
because
our
experience,
no
I
I
covered
it
off
our
experience
of
implementing
schemes
of
this
nature
elsewhere
in
the
city,
where
there
have
been
injury
collisions,
we
would
expect
at
least
a
50
reduction
in
collisions.
J
No,
so
we
we
would
need
to
take
that
away
in
terms
of
a
bit
more
detailed
work,
because
we'd
have
to
compare
the
traffic
volumes
that
have
happened
between
2013
and,
let's
say,
2018-19
pre-covered,
to
see
if
they
had
increased.
Whilst
the
collisions
had
remained
static,
the
the
pattern
of
collisions
not
reducing
despite
a
degree
of
investment,
it's
still
never
been
enough.
J
The
level
of
investment
to
tackle
the
issues
we
have
is
is
mirrored
copied
throughout
West,
Yorkshire
and
indeed
nationally,
and
that's
why
many
Highway
authorities
are
now
looking
at
Vision
zero,
which
we
discussed
at
length
this
morning,
because
the
the
pattern,
the
reducing
Collision
pattern,
is
not
shifting
to
where
we
want
it
to
be.
K
Yeah
I
think
just
to
add
to
what
Gary
was
saying:
the
police
account
member
is
titled
but
Paul.
He
said
this
morning.
We
cannot
enforce
and
engineer
our
way
out
of
the
these
casualty
figures
and
vision.
Zero
is
all
about,
as
we
heard
this
morning
about
Behavior
change
as
well
as
these
engineering,
so
engineering
will
help
and
it
will
help
physically
keep
people
safe.
K
But
if,
if
Behavior
doesn't
change
and
and
it
will
help
in
this
Corridor,
where
there
has
been
very
little
intervention,
it's
very
narrow,
as
you
say,
and
also
I've
got
the
super
cycle.
Highway
near
me,
going
down
York
Road,
but
unless
it's
linked
up
to
other
cycle
paths,
I
get
to
the
bottom
of
your
road
and
I'm.
Faced
with
four
lanes
of
traffic
going
into
lead
state
center
and
that's
what
we've
been
doing.
K
The
last
few
years
is
connecting
up
the
different
cycle
lanes
and
that
puts
people
off
as
well,
and
this
is
a
big
part
of
it
of
connecting
those
cycle
Lanes
together,
because
there's
no
point
have
well
I
mean
we've
had
to
do
it
because
of
lack
of
funding
but
having
a
cycle
lane
and
then
it
stops,
and
so
the
the
cyclist
has
to
go
on
to
the
the
carriageway
for
a
bit
and
then
back
onto
another
cycle
Lane.
K
So
if
we've
got
a
fully
comprehensive
system
and
then
people
will
be
safer
to
travel,
but
we
need
the
behavior
change,
also
Gary's,
absolutely
right.
The
sheer
volume
of
traffic
from
2013,
increased
and
I
don't
have
the
figures
to
until
covid,
and
then
we
saw
the
reductions
in
collisions
during
covert
because
there
was
less
cars
on
the
road
old.
So
that
just
stands
to
reason
like
and
we
are
going
to
do.
The
things
and
it'll
be
great
for
cyclists
and
to
get
people
at
modal
shift.
K
Who
are
frightened
of
being
like
just
on
a
painted
on
cycle
lane
or
something
like
that.
But
the
fact
is
that
until
we
get
less
cars
on
the
road,
that's
when
the
the
casualty
rates
will
really
come
down
and
across
the
board.
So
we
need
to
get
that
modal
shift,
and
this
will
really
help
that
modal
shift.
K
I
just
want
to
mention,
because
I
forgot
earlier
about
because
councilor
Galton
mentioned
it,
as
we
mentioned
a
couple
of
times
about
e-bikes,
e-scooters
and
and
electric
bikes,
where
you
press
a
button
and
they
go,
are
illegal
on
both
cycle
ways
or
any
part
of
the
highway,
including
paths
and
cycle
ways
and
the
highway
and
and
vehicle
allocated
space.
So
they
shouldn't
be
on
those.
They
shouldn't
be
causing
a
danger
to
anybody
else
anyway,
because
they're,
not
the
pedal,
the
one
that
assists
you
peddling
I
was
asked.
K
K
So
what
on
the
e-bites
we're
talking
about
that
people
are
more
likely
to
use
more
frequently
Etc.
They
they
are
the
pedal,
assist
ones
so
they're,
not
the
ones
that
frighten
you
to
death
and
when,
because
they're,
going
really
fast
past
you
and
actually
those
e-scooters
and
e-bikes
that
are
just
an
electric
motor-
should
only
be
on
private
land.
They
should
not
be
on
the
highway,
but
that's
something
for
government
legislation
to
catch
up
with.
Thank
you.
H
Thanks
Helen
and
I
take
your
points
about
the
fact
that
there
has
to
be
a
significant
change
in
driver
Behavior
and
the
behavior
of
all
sort
of
Road
users.
Admittedly,
don't
all
together
agree
with
you
about
enforcement
because
you
can't
have
one
without
the
other
and
the
problem
we
have
and
I.
Don't
blame
the
police
and
I.
H
Don't
blame
Enforcement
office,
the
council
either
because
you're
all
faced
with
a
huge
increase
of
work,
big,
big,
big
decrease
in
in
funding
and
all
the
rest
of
it,
but
to
expect
behaviors
to
change
on
the
basis
that
we're
doing
a
lot
of
work,
around
cycle
lanes
and
all
the
rest
of
it.
H
When
I
say
now,
I
don't
mean
you're
naive
at
all,
but
I
think
that
the
the
the
thinking
of
it
is
naive,
because
you
must
have
enforcement.
If
you
don't
enforce
it,
then
people
will
effectively
do
what
they
want.
They
won't
stick
to
speed
limits.
H
They
all
stick
to
cycle
lanes
and
all
the
rest
of
it.
I,
don't
know
what
the
answer
is
and
I
think
you're
heading
in
the
right
direction,
but
to
invest
10
million
pound
in
a
you
know,
a
scheme
of
a
meter
and
a
you
know:
kilometer
and
a
half
I
mean
I
I
I,
just
I,
don't
see
the
benefits
in
in
human
costs
and
in
health
costs,
as
Paul
was
sort
of
emphasizing
before
it's
not
political.
It's
got
nothing
to
do
with
cars.
L
Maybe
I
can
talk
about
a
few
specifics
of
the
design
and
the
scheme
and
the
types
of
accident,
casualties
and
collisions
that
happen
on
on
on
the
route.
So
one
of
the
the
mainly
at
Junctions
are
side
roads
where
vehicles
are
turning
in
across
the
path
of
either
pedestrians
crossing
the
side,
road
or
cyclists.
L
On
the
in
the
cycle
Lanes
at
the
moment,
the
designs
that
we're
looking
at
here
are
going
to
raise
the
pavement
and
the
and
the
cycle
cycle
way
so
that
you
have
to
go
up
a
curb
and
over
now
that
is
naturally
going
to
reduce
speed.
It's
going
to
increase
awareness
of
the
drivers
who
are
turning
into
that
that
there
is
potential
conflict
with
users.
It
changes
the
the
priority
level
at
the
at
those
Junctions
as
follows:
the
highway
code
that
has
been
changed
recently.
L
You
know
pedestrians
have
priorities
at
the
side
roads,
but
we
all
know
from
our
experience
out
on
the
streets.
The
knob
drivers
understand
that
or
obey
that
that
rule
so
by
reinforcing
that
with
infrastructure
will
get
changing
behaviors,
which
will
lessen
the
risk.
The
other
area
where
we
have
significant
numbers
of
the
casualties
is
around
Crossing
of
Junctions,
where
they
are
signalized,
but
maybe
don't
have
pedestrian
phase
in
them
so
or
they
have
pedestrian
Crossings
on
one
or
two
arms,
but
not
on
all
of
the
all
of
the
places
you
want
to
cross.
L
So
by
moving
and
installing
new
pedestrian
Crossings
on
those
desire
lines
again,
we're
giving
people
a
safe
way
to
cross
that
that
street,
that
that
section
of
road,
where
they
don't
at
the
moment-
and
they
may
you
know
legitimately
they
want
to
go
that
way.
You
can
cross
the
road
anywhere
you
want,
but
obviously
it's
more
risky
when
you're
doing
it
in
live
traffic
than
when
you've
got
a
signal
control
to
help
you
get
across
so
they're.
Some
of
the
major
elements
of
infrastructure
investment
that
we're
putting
in
that
make
the
highway
Network
safer.
L
There
are
other
elements,
especially
around
Junction
cyclists,
not
on
the
carriageway
in
people
turning
left
across
them,
which
is
one
of
the
common
women
and
courses
as
well
of
collisions,
which
again
these
schemies
removing
that
by
by
having
separate
signal
phases
for
those.
So
if
you're
going
ahead
as
a
cyclist,
you
will
get
a
green
to
to
go
ahead
while
the
left
turning
traffic
will
be
held
on
red.
L
So
there's
we're
reducing
the
conflict
points
between
motor
vehicles
and
vulnerable
users
through
this
scheme,
and
that's
why
the
the
collision
and
Casualty
records
should
reduce.
A
H
To
succeed,
I
hope
it
does
succeed.
It's
just
that
I,
like
any
decisions
that
we
make
to
be
evidence-based
and
the
evidence
that
you've
produced
doesn't
seem
to
be
to
be
convincing,
not
that
it's
it's
not
right
and
it's
not
correct
and
all
the
rest
of
it.
It's
not
that
convincing,
particularly
given
the
fact
that
you
know
whatever
we've
tried
to
do.
The
number
of
people
killed
injured
on
the
roads
have
not
decreased
significantly
over
the
last
10
years.
H
Despite
all
of
the
introductions
of
new
features
that
you
put
in,
but
I
do
wish
you
assuming
you
win
the
call
in
that
I
think
you
will
the
very
best
of
luck
with
the
with
the
scheme.
Okay,.
A
Thank
you,
councilor
Flynn
I
will
call
for
a
five
minutes
break
and
that's
to
allow
councilor,
Hayden
and
councilor
golton
to
prepare
their
closing
comments
and
then
I
would
like
all
board
members
to
also
use
the
five
minutes
to
decide
what
options
you
would
like
to
go
with.
So
you've
got
a
five
minutes
break
and
that's
for
health
and
safety.
A
K
Right,
thank
you,
chair
and,
and
thank
you
for
the
discussion
I'm
going
to
just
say
that
you
know
this.
Administration
is
ambitious
for
the
city.
We've
got
three
best:
cities,
ambition,
health
and
well-being,
inclusive
growth
and
the
climate
emergency
as
well,
and
a
scheme
like
this
we'd
love
to
do
this
all
over
the
city.
But
this
is
a
crucial
Corridor.
It's
a
really
well
used
car,
very,
very
busy.
It's
narrow
it's
through
historic
conservation.
K
You
know
areas
or
two
conservation
areas.
It's
got
two
District
centers
as
well,
and
to
me
this
is
not
just
a
transparency.
In
fact,
very
few
of
our
transport
schemes
have
that
we've
done
recently.
Actually,
when
people
look
at
them,
they
don't
see
a
transport
scheme.
Did
you
know
that
cockridge
street
was
a
bus
priority
scheme
chopping
off
one
of
the
one
of
the
legs
of
the
of
the
crossroads?
Not
that
people
anybody's
got
well
I?
K
Suppose
animals
do
but
not
in
that
configuration,
but
so,
but
what
people
see
and
what
it
is
and
what's
the
real
benefit?
And
yes,
there's
benefit
to
bus
Journey
times
and
reliability
and
everything
that
that
scheme
was
meant
to
do
what's.
A
real
benefit
is
people
using
that
beautiful,
but
public
realm
to
enjoy
sitting
out
when
it's
sunny
to
for
everybody
to
you
know
use
sort
of
cyclists
to
use
safely
for
businesses
to
put
out
chairs
and
tables
for
us
to
have
a
city
beach
in
the
in
the
summer.
K
It's
all
those
are
the
benefits.
The
planting
and
you
know,
biodiversity
planting
trees,
which
is
the
quest,
cabin
huge
benefits
and
that's
what
it's
those
benefits.
Those
Place
making
Community
benefits
that
people
can
access
jobs
and
education
and
just
their
local
churches
and
places
of
worship
and
community
centers,
and
everything
like
that
easily
in
a
more
pleasant
way.
It's
going
to
look
much
better
and
that
people
want
to
be
outside
much
more
than
walking
and
cycling.
K
We
know
how
many
people
are
affected
by
poor
air
quality
internationally
and
in
this
city,
and
so
those
health
benefits
that
then,
when
more
people
walk
and
cycle,
their
health
will
improve
even
further.
So
it's
not
even
just
about
protecting
people
from
detriments
to
their
health,
but
improving
People's
Health
going
forward
and
I'll
leave
it
there
chair.
Thank
you.
E
Thank
you
chair.
Nobody
wants
to
see
the
a660
left
the
way
it
is.
Everybody
wants
to
encourage
people
to
use
their
bikes
as
much
as
possible.
Everybody
wants
to
see
that
pedestrians
are
encouraged
to
use
our
local
streets
and
that
they're
enabled
to
do
so
through
public
investment.
E
The
reason
for
calling
this
decision
in
chair
is
because
this
is
a
scheme
that
has
had
significant
decisions
being
made
on
it
through
this
pipeline
process,
which
has
been
delivered
through
partnership
with
Lee
city
council
and
Western
combined
Authority,
and
when
it's
being
consulted
on
with
the
likes
of
local
councilors,
for
instance,
and
with
the
likes
of
local
residents,
it
is
often
addressed
in
the
abstract
or
as
a
series
of
drawings,
which
basically
say
this
is
what
we
could
do
in
your
area.
E
Do
you
like
it
and,
of
course,
most
counselors
think
do
you
know
I
want
to
see
improvements
to
my
area,
so
I
will
say
I'd
like
to
see
this
happen.
What
we
don't
see
very
often,
is
actually
the
background
in
terms
of
how
business
cases
are
put
together
and
how
the
affordability
and
the
value
for
money
is
calculated
and
the
unintended
consequences
of
well-intended
schemes
and
the
impact
on
others.
E
Now
you
can
see
actually
as
residents,
because
oftentimes
in
these
cases,
there'll
be
works
on
a
junction
and
it
creates
huge
rat
running
issues
so
to
reduce
casualties
and
collisions
on
a
particular
route.
E
You
may
unintendingly
deliver
a
more
dangerous
environment
on
others
and
that's
why
such
decisions
need
to
be
taken
in
the
round
and
not
simply
be
a
series
of
individual
schemes
which
are
have
value
added
to
them,
because
money
becomes
available
to
the
point
where
the
affordability
gets
even
worse
and
I
Point
again
to
the
fact
that
the
reason
why
there
should
be
oversight
of
such
schemes
at
the
very
beginning
at
the
business
case
stage
is
that
they
can
run
away
with
themselves
and
they
can
actually
end
up
costing
more
than
was
intended
and,
as
we
saw
with
the
inflation
review,
other
schemes
could
end
up
having
to
subsidize
them
because
of
the
way
that
things
happen.
E
In
terms
of
construction,
inflation
for
materials
or
the
fact
that
something
unforeseen
occurs
chair,
this
was
a
delegated
decision.
So
this
ability
to
scrutinize
and
challenge
the
business
case
isn't
one
that
was
going
to
be
afforded,
and
it's
one
of
the
reasons
why
we
decided
to
call
it
in
to
this
meeting
so
that
we
could
actually
see
how
these
decisions
get
formulated
and
put
together
and
I
would
still
like
to
see
this
decision
called
in,
so
that
we
can
look
at
what
the
alternatives
are.
E
I
know
that
the
line
from
the
officers
is
well.
This
is
an
active
travel
funding
and
if
we
don't
do
this,
then
the
money
just
goes
straight
back
to
treasury.
I
was
under
the
impression
that
active
travel
funding
was
something
which
was
sent
to
the
West
George
command
Authority,
and
there
was
36
million
available
at
the
moment,
and
our
share
of
it
is
about
10..
Now.
E
I
know
that
other
local
authorities
actually
deliver
active
travel
schemes
which
are
much
less
intensive
than
this
is
and
they're
able
to
spread
the
benefit
of
it
over
wider
populations
and
I'm
sure
that
that
option
of
seeing
whether
the
money
could
be
better
spent
in
a
more
reduced
scheme
could
be
looked
at.
But
it
that's
the
reason
why
I
think
it
should
be
called
in
chair
because
it
that
decision
making
and
that
level
of
Challenge
and
scrutiny.
E
It
might
not
be
our
money
in
terms
of
it's
being
raised
through
council
tax,
but
it
is
Council
taxpayers
money
at
the
end
of
the
day
which
has
been
sent
to
us,
and
we
still
have
a
duty
to
ensure
that
the
value
for
money,
especially
when
our
own
calculations
tell
us
ourselves
that
it
represents
a
lower
value
for
money
according
to
the
government's
own
rules
around
around
how
public
money
should
be
spent,
that
we
should
spend
more
time
on
it
to
ensure
that
we
are
assured
that
it's
a
good
way
to
spend
it.
A
Thank
you
very
much
councilor
golton
and
a
lot
of
what
you
have
you
know
summarized.
A
response
has
been
given
from
our
officers
today.
So
I
just
want
to
use
this
opportunity
to
also
say
a
huge
thank
you
to
councilor
Hayden
and
Martin
Gary
Paul
Nick,
each
and
every
one
of
you
who
have
come
to
support
this
call
in
today.
A
We
are
truly
grateful,
so
we're
going
straight
on
to
item
eight,
which
is
the
outcome
of
the
call
in
and
I,
will
now
ask
each
board
member
in
turn
to
cast
their
vote
on
the
following
options:
option
one
will
be
to
release
the
decision
for
implementation
and
option.
Two
will
be
to
recommend
the
decision
maker
that
the
decision
be
reconsidered.
Obviously,
I've
got
a
casting
vote
as
well.
A
A
Okay
right,
so
we
we
have
now
reached
item
eight,
which
will
be
the
outcome
of
this
call
in
okay
and
I'm,
going
to
ask
each
member
of
the
board
to
cast
their
vote
on
two
options:
Option
One
release
the
decision
for
implementation
and
option
two
recommend
to
the
decision
maker
that
the
decision
be
reconsidered.
Just
to
let
you
know,
I'm
used
to
doing
things
twice.
I've
got
twins,
so
that's
fine
option.
Two
counselor
Flynn.
D
A
A
A
A
Okay,
thank
you
very
much,
and
that
brings
me
to
I
agenda
item
number
nine,
the
next
meeting.
Finally,
we
can
move
to
agenda
item
nine,
all
right.
The
date
and
time
of
our
next
meeting
will
be
the
first
of
November
at
10
30
a.m,
and
there
will
be
a
pre-meeting
for
all
board
members
at
10
15
and
this
concludes
today's
meeting.
I
now
can
close
this
meeting
officially.
Thank
you
all
very
much
for
coming
and
have
a
lovely
evening,
Take
Care.
Thank
you.