Local transport plans - Transport Policy and Planning in Great Britain - page 341

number of cross-borough partnerships such as the London Bus Priority Network and
the London Cycle Network.) In principle this arrangement would enable boroughs to
plan their work programmes and project delivery with more financial certainty and
over a longer period than the previous annual cycle. In practice, submission of final
LIPs, approved by the Mayor, was not completed for many boroughs by the intended
date of July 2006 and a hybrid arrangement therefore had to be adopted for 2007/08.
For 2008/09 to 2010/11 funding applications by boroughs have to meet the following
requirements (TfL 2007):
• All proposals seeking funding have to be detailed in forms linked to the LIP
process.
• Excluding proposals costing over £1m the total funding sought by individual
boroughs for the majority of programme areas must not exceed £7m.
• All proposals must be prioritised in descending order of importance.
Proposals with a total cost of £2m or more have to submit an additional Business
Case which is the subject of separate guidance.
Unlike LTPs where central government funding is allocated on the basis of 'blocks'
of expenditure covering a number of different programmes, LIP funding is much
more disaggregated and tightly controlled by TfL. There are some twenty individual
programmes (e.g. walking, school travel plans and controlled parking zones) and
applications are evaluated within each of these following criteria set out in Section 7
of the guidance. Overall assessment is undertaken on the basis of the monitoring of
outputs (delivery), outcomes and contribution to the Mayor's targets.
TfL is pursuing the following improvements to its planning process:
• development of a common appraisal methodology for LIP proposals
• annual indicative allocations per borough by transport programme
• review of the outcome-monitoring process.
In future, borough LIPs will need to be revised to meet updates of the Mayor's
Transport Strategy and London Plan. It is anticipated that revised LIPs will set out how
boroughs will meet the new statutory outcome and output targets through the delivery
of a five-year programme of transport schemes.
Wales
The introduction of Regional Transport Plans prepared by consortia of local authorities
in Wales was explained in the previous chapter. As a result the former requirement
for individual authorities to produce LTPs and APRs has been terminated. These
authorities will continue to have responsibility for a number of transport-related
functions and it remains for them to determine whether formalised programmes will
be needed in these areas for their own purposes. Authorities will however continue to
undertake survey-based monitoring to meet the requirements of the regional consortia.
Scotland
The institutional environment surrounding the working of local transport authorities
in Scotland has changed in much the same way as in Wales with the national executive
assuming some additional powers and previously voluntary regional partnerships being