A SUSTAINABLE joUrNEy To work IN SoUTh yorkShIrE

Transcription

A SUSTAINABLE
journey to work in
South Yorkshire
A “key component” Application for
the Local sustainable TRANSPORT fund
PREface
We are very pleased to submit this bid for a “key
component” of the Local Sustainable Travel Fund. Through
this bid we will empower our communities to make smart
travel choices, helping them get to employment and
training while reducing carbon emissions. If successful, we
have the potential with local people to revolutionise the
way people get to work, and their attitudes towards how
they choose to travel.
We have a diverse city region. So while we will manage
our delivery centrally to ensure it is cost effective, we
are flexible in application. This means local people get
the solutions that work for their communities, reflecting
the differing economic drivers, social conditions and
geography of Sheffield and the towns of South Yorkshire.
This diversity of need is woven through our bid.
This bid is part of the shared ambition of the Sheffield City
Region Local Enterprise Partnership and South Yorkshire
Integrated Transport Authority to ensure our transport
investments maximise economic returns and support
employment growth. We believe this “key component”
bid is an essential step in this journey, and we commend
this bid to Government.
James Newman,
Chair, Sheffield City Region LEP
South Yorkshire and the Sheffield City Region.
0
10
20
Kilometers
Doncaster
Barnsley
Mick Jameson,
Chair, South Yorkshire ITA
Rotherham
Sheffield
Bassetlaw
Bolsover
Chesterfield
Derbyshire
Dales
N.E.
Derbyshire
Applicant information
Local transport authority name:
South Yorkshire Integrated Transport Authority
Senior Responsible Owner
(name & role):
Ben Still,
Director of Strategy,
South Yorkshire Passenger Transport Executive
Bid Manager (name & role):
Yaron Hollander,
Strategy and Policy Manager,
South Yorkshire Passenger Transport Executive
Contact telephone numbers:
Ben Still 0114 221 1312,
Yaron Hollander 0114 221 1267,
Neal Byers 0114 221 1280,
Reception 0114 276 7575
Email address:
[email protected],
[email protected],
[email protected]
Postal address:
SYPTE,
11 Broad Street West,
Sheffield S1 2BQ
Website for published bid:
The bid is currently not published on the internet.
Our LTP3 website is www.syltp.org.uk .
Rotherham town centre
SECTION A
Project description and
funding profile
A1 Project name
A3 Geographical area
A sustainable journey to work in South Yorkshire
This bid is submitted by the South Yorkshire ITA on behalf
of a partnership that includes all South Yorkshire Districts,
SYPTE and many cross-sector partners in South Yorkshire.
A2 Headline description
South Yorkshire places employment at the heart of the
sustainable transformation of its economy. This “key
component” bid supports initiatives that address the local
urgent challenges faced by our communities, and focuses
upon people entering employment or acquiring work
skills.
This bid is the first component of a larger package that
targets people at specific stages of their lives in order
to encourage the adoption of low-carbon travel habits.
Our bid targets communities in South Yorkshire where
access to work or training is still a significant issue. This
initial element will introduce measures of sustainable
connectivity including public transport, cycling,
walking and efficient powered two-wheelers. A clearly
positioned promotional and educational programme will
complement the bid to ensure that new opportunities
are maximised and that we build on our track record of
promoting sustainable growth.
Our LSTF programme builds directly from our LTP3, which
has economic growth as its primary goal and reduction
of emissions as the following goal. Success of our bid will
help our LEP in bridging the £2 billion productivity gap
between the Sheffield City Region and other parts of the
UK.
The Sheffield City Region Transport Strategy makes clear
that the “travel to work area” is wider than South Yorkshire
alone. Adding in five Districts in the East Midlands captures
90% of the travel to work trips in the area, and these nine
Districts together form the Sheffield City Region (SCR).
Although our “key component” bid is submitted by SYITA,
our large bid will include cross-boundary interventions
that would benefit commuters in the wider SCR. This bid is
also fully endorsed by the SCR LEP.
We have gathered strong evidence to establish the
location and the characteristics of “hot spots” that face
key economic and environmental challenges. We will
support investments in the sustainable growth of those
locations where this will have the biggest impact in
facilitating further economic development, reducing
carbon emissions, and delivering a range of social and
wellbeing benefits. Building on expertise in marketing
and community engagement, we will target communities
and individuals where a “near market” for intervention in
sustainable travel options readily exists. This will provide
us with maximum impact and deliver the value for money
from our investments.
Some of the local flavour of our selected “hot spots” across
South Yorkshire is presented in Figure 2.
Figure 1: The link between our LTP3 and
our LSTF bid
The fit between our LTP3 and LSTF bid is illustrated
conceptually in Figure 1.
Full LSTF package
Key LSTF component
1. The pyramid is taken
from our LTP3 and
presents our four goals
To support
economic growth
3. Our initial bid has a
particular focus on those
looking to start working or
improve their work skills.
2. Our LTP3 also defines four crosscutting principles that guide all
our transport interventions.
To reduce
emissions
To enhance
social inclusion
and health
4. Our full LSTF bid will link our
economic and environmental
goals to the broad issue
of employment. There will
be secondary links to our
social and safety goals.
To maximise
safety
Squeezing more from
existing assets.
Ensuring our growth
is sustainable.
Encouraging a
culture change.
Giving people choice.
A sustainable journey to work in South Yorkshire 1
Figure 2: Our “hot spots” for investment (Demographic segmentation is based on Acorn data).
Blackburn Valley
Contains some of the most
deprived areas in South
Yorkshire but has a high number
of people travelling there for
work. Families are mainly
employed in manual or retail
jobs and have a reliance on noncar modes. The area contains a
number of large employment
sites located on the outskirts of
the city.
Total Population
32,109
Total Employees
8,157
Total Employers
(with over 50
jobs)
63
“Struggling”
Families
36.4%
“Burdened”
Singles
10.2%
The Cross Dearne Route
The area has a high proportion
of low income, high
unemployment families. Also in
this area are families or retired
people with a modest lifestyle,
but are able to get by. Recent
regeneration has improved
areas such as Darfield and
Wombwell.
Total Population
30,175
Total Employees
11,103
Total Employers
(with over 50
jobs)
67
Deprived High
Rise Dwellers
Families with
Moderate
Means
North Dearne Villages
These old mining communities
are characterised by low
income, high unemployment
families. The area is part of
the Dearne Valley which has
benefited from regeneration
projects to transform the area.
This transformation is ongoing with more effort needed
to overcome the long term
challenges.
Roman Ridge Route
This area is desperately in need
of investment. A long legacy
of decline in industry has left
the areas suffering from high
unemployment, poor levels of
health and holding only low skill
sets. Recent investment has
seen an increase in the number
of employers in the area, but
access to these opportunities is
limited.
Total Population
10,294
Total Population
6,788
Total Employees
1,738
Total Employees
2,816
Total Employers
(with over 50
jobs)
14
Total Employers
(with over 50
jobs)
17
28.1%
21.6%
“Struggling”
Families
40.2%
“Struggling”
Families
34.4%
Grimethorpe
Adwick Le Street
Thurnscoe
BARNSLEY
SHEFFIELD
Darfield
Wombwell
Brampton
Wath Upon
Dearne
High Green
DONCASTER
Woodlands
Scawsby
Goldthorpe
Bolton upon
Dearne
Warmsworth
Mexborough
Balby
Edlington
Conisbrough
Chapeltown
Ecclesfield
Parkgate
Fox Hill
Masbrough
Oughtibridge
East Dene
Southey Green
Middlewood
Canklow
Hillsborough
Wincobank
Walkley
Kelham Island
Maltby
ROTHERHAM
Woodfield Greenway
Central Rotherham
Upper Don Valley
The area has a combination
of high unemployment and
young well educated adults
just starting out in their careers.
This is one of Sheffield’s key
manufacturing areas, with a
All rights reserved
SYPTE
100030252 2011
range
of engineering,
retail,
sport, leisure and educational
uses.
Total Population
28,569
Total Employees
9,954
Total Employers
(with over 50
jobs)
65
“Burdened”
Singles
15.6%
Rotherham town centre and the
industrial estates nearby provide
a large number of employment
and training opportunities for
the surrounding communities.
However, the communities in
the area suffer from high levels
of deprivation.
Total Population
21,495
Total Employees
21,061
Total Employers
(with over 50
jobs)
127
“Struggling”
Families
30.2%
“Burdened”
Singles
10.4%
Maltby
Maltby is a closely-knit exmining community with a fairly
narrow economic base. These
features are underlined by high
level of unemployment, low
income families and an above
average household size.
This area contains a mix of low
income, high unemployment
families and retired families.
Many people living in this
area experience a lack of
opportunity. The area links
to the Trans Pennine Trail
and Conisbrough Viaduct,
an impressive brick and steel
structure crossing the Don 0
Gorge.
Total Population
7,266
Total Population
32,109
Total Employees
1,396
Total Employees
11,103
Total Employers
(with over 50
jobs)
8
Total Employers
(with over 50
jobs)
75
Deprived High
Rise Dwellers
30.4%
Deprived High
Rise Dwellers
28.1%
Families with
Moderate
Means
21.6%
Families with
Moderate
Means
14%
2 A sustainable journey to work in South Yorkshire
5
Kilometres
“South Yorkshire’s LSTF bid is closely aligned to the priorities
of driving economic activity and supporting wealth creation.”
South Yorkshire Chambers of Commerce
Figure 4: Local Contributions to the “key component” package
A4 Type of bid
Name of Scheme
This is a “key component” bid. We intend to submit a full
bid for a large project in June.
Cycle Package
Small project bids
Tranche 1 bid Expression of interest for Tranche 2 Tranche 2 bid
Enhanced Wheels
to Work
Large project bids
Key component bid
Large project initial proposals
Jobconnector Bus
Service
Behavior Change
Package
A5 Total package cost
Total
£8,739,319
A6 Total DfT funding
contribution sought
£4,980,825
A7 Spend profile
Figure 3: Costs of our LSTF package, including local
contribution
2011-12
2012-13
2013-14
2014-15
Total
Revenue
funding
sought
£616,500
£884,150
£895,700
£718,475
£3,114,825
Capital
funding
sought
£398,000
£648,000
£512,000
£308,000
£1,866,000
Local contribution
£1,285,040
£731,912
£731,469
£1,010,073
£3,758,494
Total
£2,299,540
£2,264,062
£2,213,169
£2,036,548
£8,739,319
A8 Local contribution
Sustainable growth is the first priority in our local transport
spend, and we seek to fund it from as many sources as
possible. This includes our LTP3 budget and district local
budgets; the SYPTE revenue budget; investments by the
bus operators; European funding; developer contributions
through the planning process; investments by local
universities; the health sector in South Yorkshire; the
voluntary sector; South Yorkshire Police; local businesses
(e.g. through voluntary travel plans); the Coalfield
Regeneration Trust and others. As shown in Figure 4, the
different sources of “match” funding account for 40% of the
cost of our “key component” package.
Value of
Contribution
£820,000
£650,000
£458,863
£336,000
£170,000
£132,000
£30,000
£16,000
Source
Local Transport Plan
Developer Contribution
European Regional Development Fund
Champions programme
District officer time (in-kind)
Pedal Ready
East Peak Innovation Partnership
Premises in schools and Council-owned
community buildings (in-kind)
£207,600 Sheffield Community Transport
£268,031 Coalfield Regeneration Trust
£40,000 Stagecoach
+ vehicle
costs
£360,000 Safer Roads Partnership
£270,000 District officer time (in-kind)
£3,758,494
South Yorkshire has sophisticated and mature partnership
arrangements, developed through the delivery of the
Local Transport Plan, including pooling all our transport
funding. The success of our partnership arrangements
has been recognised at a national level (as we describe
in section E). The delivery of our sustainable growth
programme will build further to provide a range of
contributions from partners. The nature of these
contributions will include match funding, officer time
and skills, as well as internal alignment of priorities
and budgets. We have full buy-in from partners and
commitment from a range of large organisations, who will
promote sustainable travel to their workforce ensuring
additional benefits on our final outcomes.
A separate, highly important channel through which we
continuously seek to fund our programme of sustainable
growth interventions is developer contribution. With
the help of supporting tools such as the Guidance on
Transport Assessment (DfT 2007), South Yorkshire Districts
continuously look to secure sustainable travel alternatives
as part of the planning process and negotiations with
developers and land owners. In Doncaster, for example,
over £6.7m have been received or committed through
Section 106 Agreements, to support travel by sustainable
modes through a range of local schemes. Nearly £6m are
secured through these channels in Barnsley, with similar
figures in other districts.
“A successful bid will encourage people to broaden their
jobsearch horizons”
Ian Hanks, Jobcentre Plus
In parallel to this bid, there are other bidding efforts we
are intensively involved in. We expect this to result in
having additional funds to match the LSTF contribution.
Among the other sources of funding we seek to promote
our sustainable growth programme is the European
Regional Development Fund (ERDF). Funding applications
are currently being developed through the fund for
investment in key bus routes.
A funding submission is also being considered through the
European Commission’s CIRCLE project. This would cover
some of the costs of monitoring and evaluation of our LTP3
and LSTF work.
Barnsley Interchange
A9 Partnership bodies
Figure 5 presents the bodies that have partnered for the
delivery of the “key component” of our LSTF package.
Partners are drawn from the commercial and voluntary
sectors wherever possible, as well as including statutory
bodies.
Figure 5: Roles and responsibilities in our LSTF partnership
Role / Responsibility
Organisation supporting or
contributing
Helping people into work or
training
Organisations that will deliver the
work to help people enter work or
training
Jobcentre Plus, Lifelong Learning,
North Doncaster Development Trust,
Employment & Training Links Ltd,
Job Steps, Nacro, Sheaf Training
SYTG, Training Ltd, Action for
Involvement, Oakwood Technology
College, Rotherham College of Arts &
Technology, University of Sheffield,
Sheffield Hallam University.
Challenging and facilitating
Ensuring we make the most of our
LSTF investment by putting business
needs at the heart of our activity
Sheffield City Region LEP.
Bringing in local knowledge
Organisations that will ensure our
LSTF work is focused where the
need is, contributing cross-sector
knowledge into design and delivery
NHS Barnsley, NHS Doncaster, NHS
Rotherham, NHS Sheffield, South
Yorkshire Police, South Yorkshire Safer
Roads Partnership, Roadsafe.
Delivery partners
Organisations that will deliver
elements of our LSTF schemes or
are committed to the promotion of
sustainable travel in South Yorkshire
First Group, Stagecoach, CTC, Peak
District National Park Authority,
Sustrans, Pedal Ready, Sheffield
Community Transport.
Enthusiastic participants
Organisations that want to be
involved in the implementation of the
solutions and benefit from investment
in sustainable transport modes
South Yorkshire Chambers of
Commerce, Dearne Valley Ecovision, Sheffield & District Advanced
Motorcyclists, Edriving solutions,
Cartakeback, City Car Club, Diva
Creative, The Ramblers, Get Cycling,
Transport Initiatives, C02 Sense,
Trans Pennine Trail, Transport &
Travel Research Ltd, E.ON, Clipper
Logistics Group, Living Streets, The
Source, Southey & Owlerton Area
Regeneration.
Delivery coordinators
Organisations that will steer and lead
the full programme or elements of it
South Yorkshire ITA, South Yorkshire
Local Transport Plan Partnership,
Barnsley Metropolitan Borough
Council, Doncaster Metropolitan
Borough Council, Rotherham
Metropolitan Borough Council,
Sheffield City Council, South Yorkshire
Passenger Transport Executive
SECTION B
The local challenge
B1 The local context
Knowing our Strengths
South Yorkshire lies at the heart of the UK and is renowned
for its strong industrial heritage and unique natural
beauty. South Yorkshire has had a decade of rapid
growth; it has re-established itself as a centre of advanced
manufacturing and engineering, while also developing
expertise in new areas such as digital media1. (Note that a
list of references appears at the end of this form).
South Yorkshire is an area of a strong local culture, has
areas of high environmental quality, and strong tradition.
It has a history at the very forefront of the UK industrial
and entrepreneurial development, and a tradition of
specialism in steel production, manufacturing and mineral
mining2. The brand identification ‘’Made in Sheffield’’ is
known worldwide as a symbol of product quality and
manufacturing excellence3.
South Yorkshire has recently demonstrated impressive
growth in advanced production of metals and precision
engineering. Rotherham, for example, has been
establishing its reputation as a centre of 21-century
manufacturing technologies, and is home to plants
producing composites for Renault Formula One, Airbus
and other clients demanding the highest quality of
manufacturing products. The proportion employed in
manufacturing in the Sheffield City Region is about 25%
higher than the national average4.
Alongside this, the area has developed new enterprises
based on creativity, innovation, IT services and digital
media development; a prominent example is the Digital
Media Centre in Barnsley. Employment in digital and new
media in the area has risen by 56% and the sector now
forms 14% of the total number of businesses. Another
sector in which South Yorkshire has grown in strength is
logistics; Doncaster and Barnsley host major distribution
centres for retailers such as Next, Tesco, Ikea, Amazon and
many others.
As a result of wise investment decisions such as those
illustrated above, unemployment in the area declined from
above 9% in the late 1990’s to less than 3% from 2004 to
20075. In parallel, South Yorkshire has demonstrated over
the last decade faster growth than the national average,
with a rise in its gross value added (GVA) output and in its
productivity6.
Put together, these factors mean South Yorkshire is
poised to make a real and substantive contribution to
the UK economic recovery, building on its industrial
and manufacturing past. The package of interventions
presented in this bid will support this continuing growth.
Facing Our Challenges
Despite its impressive transformation into a centre of
innovative technologies, large parts of South Yorkshire
still suffer from the effects of the loss of over 170,000 jobs
in traditional steel and mining industries7. The proportion
of unemployed out of the economically active population
is now 8.5%, compared to the national average of 6.9%.
Across Barnsley, Doncaster and Rotherham, the demise
of dependency on mining and steel production has left a
legacy of isolated and edge-of-town communities, often
characterised by high unemployment, low aspirations and
too few local job opportunities accessible to those without
a car. There are also pockets of deprivation resulting from
the withdrawal of manufacturing from significant urban
areas, especially in Sheffield and Rotherham. In this bid we
refer to these areas as “hot spots”, as illustrated in Figure 2.
The spatial structure formed by the area’s history is
important in the LSTF context because it makes the area
harder to serve using public transport, walking and cycling
routes. Unlike Manchester or Leeds, it is not geographically
laid out around a single strong centre, and includes for
example Doncaster which is the largest metropolitan
district in England in terms of its area. Population density
in South Yorkshire is 842 residents per sq km8, higher than
rural areas and shire counties, but lower than that of other
metropolitan counties (to compare, density in Greater
Manchester and Merseyside is above 2000 residents per
sq km)9. The effort required to achieve modal shift in
South Yorkshire is therefore greater than in many
other parts of the country.
A key factor contributing to high level of worklessness
in South Yorkshire is a low level of skills and educational
attainment. The area has a higher proportion of people
with no or low qualifications than the national average.
The average weekly wage in the area is almost £50
less than national average10. Worryingly, from 2008 the
difference between the local and national average wages
has stopped narrowing, and started to grow.
“We have already achieved success in the sustainable transport
offer, and LSTF will be critical to this success continuing.”
Mark Swales, Director Estates and Facilities, Sheffield Hallam University
Note that the locations of some of our proposed LSTF
schemes are shown in the maps presented here, so
that the geographical match between the problem
and the solution can be confirmed in sections C and D,
and particularly in Figure 16.
A spatial analysis of job vacancies and welfare claimants
in the area reveals that there is a geographical mismatch.
Unsurprisingly, some jobs are located in urban areas are
hard to reach by those living in isolated, former-mining
communities, where public transport is limited. But there is
also a high proportion of claimants located in inner urban
areas and a high proportion of vacancies in out-of-town
business parks, as shown clearly in Figure 6. There is a
particularly high demand for low-skilled and semi-skilled
employees in out-of-town distribution and manufacturing
centres. The type of transport links required to match
these supply and demand differs markedly from traditional
commuting patterns from service sector cities. The
interventions described later as part of our LSTF package
are directly aimed at addressing these unique problems.
The levels of deprivation in South Yorkshire communities
have improved significantly over the last few years,
according to IMD data. But parts of South Yorkshire are still
among the 10% most deprived communities in England.
There are also areas that suffer from poor air quality.
Measures of deprivation of air quality are presented jointly
in Figure 7.
Grimethorpe
Grimethorpe
Figure 6: Major
employment sites and
unemployment “hot
spots”
Adwick
Adwick
LeLe
Street
Street
Barnsley
Barnsley
Woodlands
Woodlands
Thurnscoe
Thurnscoe
Barnsley
Darfield
Darfield
Wombwell
Wombwell
Doncaster
Doncaster
Scawsby
Scawsby
Goldthorpe
Goldthorpe
Bolton
Bolton
Upon
Upon
Dearne
Dearne
Brampton
Brampton
Key
Doncaster
Balby
Balby
Warmsworth
Warmsworth
Wath
Wath
Upon
Upon
Dearne
Dearne
Mexborough
Mexborough
Number of employees
250 - 500
Edlington
Edlington
Conisbrough
Conisbrough
High
High
Green
Green
500 - 1000
Chapeltown
Chapeltown
1000 - 7000
Parkgate
Parkgate
Ecclesfield
Ecclesfield
Proposed schemes
Rotherham
Rotherham
Maltby
Rotherham Maltby
Bus - existing route
East
East
Dene
Dene
Oughtibridge
Oughtibridge
Masbrough
Masbrough
Fox
Fox
Hill
Hill
Middlewood
Middlewood
Southey
Southey
Green
Green
Wincobank
WincobankCanklow
Canklow
Hillsborough
Hillsborough
Sheffield
Sheffield
Sheffield
Walkley
Walkley
Kelham
Kelham
Island
Island
Bus - proposed route
Cycling - existing route
Cycling - proposed route
Grimethorpe
Barnsley
5 - 10%
10 - 15%
Scawsby
Goldthorpe
Darfield
Wombwell
Bolton Upon
Dearne
0 0
5 5
Brampton
© Crown copyright. All rights reserved SYPTE 100030252 2011
up to 5%
Woodlands
Thurnscoe
© Crown
© Crown
copyright.
copyright.
All All
rights
rights
reserved
reserved
SYPTE
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100030252
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2011
Unemployment Rate
Adwick Le Street
0
5
Kilometres
Kilometres
10
Warmsworth
SY Unemployed and employments 080411
Chapeltown
Grimethorpe
Oughtibridge
Ecclesfield
Wombwell
High Green
Walkley
Kelham Chapeltown
Island
Oughtibridge
Ecclesfield
Fox Hill
Masbrough
Scawsby
Goldthorpe
Bolton Upon Dearne
Middlewood Southey Green
Brampton
Wincobank
Canklow
Wath Upon Dearne
Hillsborough
Sheffield
Woodlands
Rotherham
Thurnscoe
Masbrough
Darfield
Fox Hill
Warmsworth
Balby
Key
Mexborough
Proposed schemes
Parkgate
Rotherham
Maltby
Wincobank Canklow
Hillsborough
Sheffield
Doncaster
Maltby
Conisbrough Edlington
East Dene
Figure 7: Deprivation
and air pollution “hot
spots”
Adwick Le Street
Parkgate
East Dene
A Road
Balby
Barnsley
Passenger Rail
Motorway
Mexborough
High Green
15 - 20%
10 10
Kilometres
Wath Upon Dearne
Doncaster
Air Pollutants (NO2 ug.m-3)
Low (7 - 15)
Walkley
Kelham Island
Medium (16 - 25)
High (26 - 35)
10% most deprived areas in the UK
Passenger Rail
A Road
0
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0
5
5
10
Kilometres
Kilometres
10
Motorway
“The bid will support many communities and businesses surrounding
Rotherham town centre by providing improved sustainable access to
employment and training opportunities.”
Cllr Gerald Smith, ITA Member and Cabinet Member, Rotherham MBC
Figure 8: Deprivation
and obesity “hot spots”
Grimethorpe
Adwick Le Street
Woodlands
Barnsley
Thurnscoe
Darfield
Wombwell
Scawsby
Goldthorpe
Doncaster
Bolton Upon Dearne
Brampton
Warmsworth
Wath Upon Dearne
Balby
Mexborough
High Green
Parkgate
East Dene
Masbrough
Fox Hill
Wincobank Canklow
Hillsborough
Oughtibridge
Sheffield
Walkley
Proposed schemes
Chapeltown
Ecclesfield
Key
Rotherham
Maltby
Estimated Obesity levels - UK population %
Low (5 - 15%)
Kelham Island
Medium (16 - 25%
High (26 - 36%)
10% most deprived areas in the UK
Passenger Rail
A Road
Motorway
0
5
10
Kilometres
SY IMD & Obesity 080411
South Yorkshire has a relatively low level of car ownership
compared to other parts of England. A low level of
car ownership creates an excellent opportunity for
establishing travel habits using more sustainable means of
travel. But low car ownership also limits mobility to work
and training, which are critical for our communities. The
package of interventions described later is particularly
aimed to address this by providing sustainable travel
options to “hot spot” communities, so that their economic
recovery does not depend on car ownership.
Life expectancy in South Yorkshire is lower than the
national average of slightly above 79 years11. Around
South Yorkshire there are also several “hot spots” in terms
of obesity and lack of physical activity. The significance
of these figures is both in terms of their direct effect on
wellbeing and in terms of their contribution to further
worklessness and deprivation. There is a significant obesity
problem in large parts of South Yorkshire, as illustrated in
Figure 8.
Significant reductions in the measure of Killed or Seriously
Injured (KSI) people on South Yorkshire’s roads have
occurred in the last two years, particularly with regards
to child rates. Nevertheless, data shows a worrying link
between the chance of being involved in an accident
and socioeconomic indicators such as employment and
deprivation.
“Communities in the Dearne Valley and the businesses resident in the
area will benefit from a joined up transport network, offering
low-carbon travel options”
Joanne Wehrle, Dearne Valley Eco-Vision
B2 Evidence
Second, as a result of increasing car use, congestion and
unreliability on the road network are growing. They are
undermining the viability of our public transport and then
also cause a decline in bus use, a consequential decline
in bus supply, and further dispersal of land uses. They are
also affecting the perceived safety of walking and cycling
options. This is a theme which we will mainly address in
our full LSTF bid.
Addressing Local Issues
The detailed analysis we undertook in preparing our LTP3
strategy identifies several key themes. First, there is a
lack of connectivity between locations by modes other
than the car. A dispersed spatial pattern of communities
and employment areas is increasingly making the area’s
working population car-dependent and causing high
emissions of carbon and pollutants. Our “key component”
package is closely linked to this theme because
unemployed people are severely affected by it.
Grimethorpe
Figure 9: Carbon
emissions “hot spots”
Adwick Le Street
Woodlands
Barnsley
Thurnscoe
Darfield
Wombwell
Scawsby
Goldthorpe
Doncaster
Bolton Upon Dearne
Brampton
Warmsworth
Wath Upon Dearne
Balby
Mexborough
High Green
Key
Chapeltown
Proposed schemes
Parkgate
Oughtibridge
Ecclesfield
East Dene
Masbrough
Fox Hill
Wincobank Canklow
Hillsborough
Sheffield
Rotherham
Maltby
Walkley
Kelham Island
Road transport emissions
1 sq km of CO2 in 2006 (tonnes)
0 - 2000
2001 - 10000
10001 - 22400
A Road
Motorway
0
5
Passenger Rail
10
Kilometres
SY CO2 & Rd Congestion 080411
Figure 10: Areas with
and without good
public transport
accessibility
Barnsley
Key
Doncaster
Areas with good PT accessibility
Number of employees
250 - 500
500 - 1000
1000 - 7000
Proposed schemes
Rotherham
Unemployment rate
Sheffield
up to 5%
5 - 10%
10 - 15%
15 - 20%
Passenger Rail
A Road
Motorway
0
5
10
Kilometres
SY Unemployed with access 080411
“We see the potential for increasing cycling in Sheffield”
Tim Pheby, Transport Initiatives
LTP3\ModellingJunc Delays Base & Core 251110
Junc Delays - Base and Core Scenario 251110
Problems of accessibility to work opportunities have
been illustrated above in Figure 6, and the pollution that
results from congestion was presented in Figure 7. Figure
10, based on our SYSTM+ multi-modal transport model12 ,
adds to this picture a description of corridors that already
are served by frequent public transport. The lack of
sustainable travel options to work is apparent outside the
highlighted corridors. All elements of our LSTF package,
which we describe later, focus on areas which are just
outside these corridors. These areas can experience a
step change in their connectivity if they are provided
with better links to well-connected places which are,
in fact, not very far away.
Figure 11: Change in delay due to
highway congestion without further
intervention, 2007 to 2026
A616
Increased congestion and car-dependency form a threat
to the growth of our economy for many reasons, including
loss of productive time and a damage to the area’s
attractiveness for investment. Where these problems
coincide with communities that suffer from deprivation
and unemployment, they exacerbate the economic
challenges these communities face.
M18
Sheffield
Rotherham
Bassetlaw
The current levels of carbon emissions across South
Yorkshire due to road congestion are presented in Figure 9.
Again, the location of specific LSTF interventions is shown
on the map for our discussion later on this form. The high
levels of emissions reported have also been confirmed by
the DfT’s Carbon Tool.
Without clear intervention, congestion and carbon
emissions throughout the Sheffield City Region are
expected to continue rising, with alarming environmental
impacts. The likely changes in carbon emissions and in
road congestion over the next 15 years, throughout the
City Region, are illustrated in Figures 11 and 12. This is
based on analysis using our Urban Dynamic Model and the
multi-modal SYSTM+ modelling package.
Chesterfield
We already are taking a range of complementary
measures which show continuous success in tackling
these problems. In the longer term, we are determined
to keep development clustered so that the need to travel
long distances is reduced, and sustainable travel options
become attractive. One of the most important policies
in our Transport Strategy is to focus development along
existing public transport corridors, and adjacent to
existing shops and services.
In our “key component” LSTF bid we focus on those
communities and corridors where the need for sustainable
travel options is the highest. In the following paragraphs
we describe these locations and their primary needs. This
adds to the introduction to these places provided earlier in
Figure 2.
Bolsover
M1
A1
NE
Derbyshire
Derbyshire
Dales
Key
A38
Reduction in Delay
0% to 50% Increase
50% to 100% Increase
100% to 200% Increase
More than 200% Increase
National Network (Road)
LTP3\Modelling\CO2 levels 251110
Strategic Network (Road)
'A' Road
CO2 levels v2
A50
0
10
20
Kilometres
This map is based upon Ordnance Survey material with the permission of Ordnance Survey on behalf of the Controller
of Her Majesty's Stationery Office © Crown copyright. Unauthorised reproduction infringes Crown copyright and may
lead to prosecution or civil proceedings. SYPTE 100030252 2010
Figure 12: CO2 emissions, 2007 to 2026
without further intervention
Doncaster
Barnsley
Sheffield
Focusing on “Hot Spots”
M180
Doncaster
A1(M)
Barnsley M1
Rotherham
Bassetlaw
Bolsover
Chesterfield
N E Derbyshire
Derbyshire Dales
Key
Up to 10% Reduction
0% to 5% Increase
5% to 10% Increase
Up to 25% Increase
Districts
0
10
20
Kilometers
This map is based upon Ordnance Survey material with the permission of Ordnance Survey on behalf of the Controller
of Her Majesty's Stationery Office © Crown copyright. Unauthorised reproduction infringes Crown copyright and may
lead to prosecution or civil proceedings. SYPTE 100030252 2010
1. North Dearne Villages. Villages in this area developed
around mining sites as self-contained communities, and
residents did not often need to travel elsewhere. Links
that previously existed through the rail freight network
were lost later in the rationalisation of the network. The
area has successfully attracted new industries but this
has resulted in a high proportion of car-based trips with
limited infrastructure for active travel.
2. Cross Dearne Route. This area was hit hard by the fall
of the mining industry from the 1980’s. In 1994 an EU
study named Grimethorpe as the poorest village in the
country and amongst the poorest in Europe. The positive
impact of major developments in the Dearne Valley is clear
from the doubling of direct employment between 1995
and 2009 to over 30,000. However, there are significant
access issues for people wanting to travel to the new
employment sites by public transport, walk or cycle.
6. Central Rotherham. A number of communities which
are within walking and cycling distance of the town centre
suffer from a high level of deprivation. These include, for
example, East Dene, Herringthorpe and Canklow. The area
is characterised by low employment; existing labour force
is mainly in manual or retail jobs. The area also suffers from
particularly high levels of air pollution.
7. Roman Ridge Route. In 1987, part of the Roman
Ridge became a Scheduled Ancient Monument and its
protection adds to the area’s heritage and public realm.
The area itself is made up of deprived and up-and–coming
communities. The Redhouse Business Park is one of the
main established industrial sites near this route, and
there are future plans for additional industrial units and
residential development. However, access issues create
difficulties in attracting workforce from the local area,
including from Adwick, Woodlands and Scawsby.
3. Upper Don Valley. There is a vision for the Upper Don
Valley to dramatically transform it into a high-quality
gateway, where both existing and new businesses can
prosper and grow, alongside housing and leisure. The area
is home to many manufacturing companies and sporting
institutions. However, Oughtibridge and Middlewood
have a low employment rate and there is no reasonable
alternative to the very busy A6102, which deters all but
the most confident cyclists. Foxhill and Southey Green
are amongst the 10% most deprived wards in the country.
Hillsborough, Walkley and Kelham are the areas of greatest
potential employment growth.
8. Woodfield Greenway. This corridor, connecting the
Dearne Valley with central Doncaster, was once one of
the most heavily polluted areas in Western Europe. The
settlements in this area current have poor links to the
employment sites of Conisbrough, Balby and Doncaster
Town Centre. Few people can afford to own cars and they
therefore rely on other modes of transport. Also in this
area is White Rose Way, which connects to the Lakeside
and Doncaster Carr retail and industrial sites with a range
of employment, retail and leisure opportunities.
4. Blackburn Valley. The Blackburn Valley has a high
travel density, linked to the key employment sites at the
north end of the area. Our workplace travel plan database
shows that 80% of trips are made by a single-occupancy
vehicle. Shiregreen, Wincobank and Parson Cross are
amongst the 10% most deprived wards in the country and
have high unemployment rates. High Green, Chapeltown
and Ecclesfield have pockets of high unemployment and
deprivation and the area includes a Coalfield Regeneration
area.
Authorities in South Yorkshire and the Sheffield City
Region have been working continuously over the last few
years to promote sustainable means of travel in order to
support the local economy. We have already developed a
culture of working as a strong partnership, across sectors
and official boundaries; this has led to many successes,
which we review later in section D.
5. Maltby. The area is in need of broadening its
economic base and expanding local people’s skills and
opportunities. Regeneration in the area has already helped
its economic recovery, based on industrial and commercial
development, and there are a number of key employment
sites including the Hellaby Industrial Estate, the Rotherham
Road Industrial Estate, Aven Industrial Park and the Lincoln
Street Workshops. However, the levels of unemployment
and deprivation are still amongst the highest in the UK.
Targeting the “Near Market”
In our LSTF bids, both this “key component” and the full
bid later, we adopt an approach which seeks to influence
travellers at specific stages of the lives when they
are open for a change in their travel behaviour. This
follows the DfT’s “people, place, purpose” concept, and
it also is our direct interpretation of the approach that
was initially proposed for the health sector in the Marmot
Review13, published in 2010. To achieve transformation of
travel habits amongst carefully targeted groups we use
sophisticated market analysis tools, such as the Acorn
segmentation data.
To support
economic growth
To reduce
emissions
To enhance
social inclusion
and health
Our full LSTF bid will be targeted at travellers in specific
main life stages:
- Young people
- Those entering employment and training
- Those going through change while already employed
Based on the evidence presented above, our “key
component” focuses on the group of individuals
entering employment and training. There is also
clear evidence from our research on worklessness in the
Sheffield City Region14 that in the communities listed
above, transport forms a barrier to people accessing
jobs. This study implies that currently:
• A common pattern is where public transport links exist,
but timetables do not match the need of those seeking
work. This tends to discriminates against those with lowskill that could take work in shifts in machine operation,
call centres and various distribution jobs.
• The cost of transport can be a barrier towards accepting
work, and there is evidence of candidate employees not
turning up for interviews due to travel difficulties.
• There is some evidence of employers discriminating
against workers that do not have private means of travel.
Workers are more likely to return to being claimants if
they do not have a driving license.
• The cost of public transport has increased more than the
cost of using a car, making is increasingly unattractive to
those entering employment and training.
A consultation exercise undertaken by the Sheffield City
Council amongst local businesses about transport as a
barrier to employment has confirmed that:
• Employers located on the outskirts of towns, where
public transport does not start till the late morning,
turned down candidates for working shifts with an early
start if they did not have their own transport.
• There were employees that decided they would be
better off on unemployment benefits, since travel costs
took a high proportion of their wages.
• There is evidence of firms that chose to relocate away
from South Yorkshire because employees considered
their costs of commuting unaffordable.
To maximise
safety
Our LSTF schemes support the area’s growth by
reducing these barriers to local business development
and providing more flexibility to our labour force.
B3 Objectives
Our LSTF bids directly follow the vision, goals and policies
defined in our LTP3. We are determined to address our
local economic needs in a sustainable way, by providing
low-carbon links to jobs and training (in the “key
component”), and achieving behaviour change of younger
people and those already employed (in the full bid, later).
Our LTP3 transport strategy defines a clear vision for South
Yorkshire and the wider Sheffield City Region. Partners
from across the area have a vision to see it offering
people a great place in which to live, work, invest
and visit. Focusing on the area’s prosperity and growth,
our vision is to make a greater contribution to the UK
economy by having a local economy less dependent on
the public sector, providing conditions for businesses
to grow, and becoming the prime national centre for
advanced manufacturing and low-carbon industries.
To make South Yorkshire and the Sheffield City Region
such a place, we need to keep people and goods moving
effectively, while causing as little impact as possible on
our area’s superb natural environment.
Our transport strategy translates this vision into four
specific goals for our transport system. As illustrated in our
pyramid of goals, our first two goals are for the transport
system to support our area’s economic growth and to
reduce emissions, since they lead to poor air quality and
climate change. While the contents of our bid are directly
aimed at facilitating low-carbon economic growth, they
have clear links to our other goals – to enhance social
inclusion, health and safety.
The specific solutions identified below in section C are
those that best fit the needs of the “near market” in
the communities identified above. Transport investment
alone cannot directly create jobs, but the sustainable
travel options described in section C will be critical for
widening the labour pool available to employers and
encouraging them to invest in the area. The choice to
propose cycle, bus and scooter solutions has been tailored
for the level of connectivity and flexibility required to
make this happen, based on the analysis of current gaps
which was summarised earlier in Figures 9, 10, 11 and 12.
SECTION C
The package bid
C1 Package description
Our full LSTF package will focus on low-carbon ways of linking
people to jobs and training at different stages of their life.
Our “key component” concentrates on the subgroup of those
seeking to start employment or training in communities
identified as “hot spots” in terms of unemployment,
deprivation, carbon emissions, health and air quality.
Our “key component” includes four elements, described below.
The map shown in Figure 2 is a reminder of the areas these will
focus on.
Our Enhanced Wheels to Work scheme will give
flexible mobility by bike, scooter or electric scooters to
those most isolated, if public transport is not an option.
This will target both employers and those seeking
work. The scheme will be part-funded by Sheffield
Community Transport, who will cover the full capital
cost and some of the revenue costs. The scheme will
be delivered in close collaboration with employment
agencies and training providers. The enhancement of
the original scheme is in its geographical coverage, in
the number of individuals it will support, and in the
focus on bikes and electric scooters wherever possible.
Our Cycle Packages will combine new cycle
infrastructure, facilities, training, education and
marketing along the selected corridors where
there are job and training opportunities and
people needing them. We are working to secure
ERDF funding to support the delivery of the
capital elements. Alongside this Sustrans, CTC
and Pedal Ready are supporting our work with
cash contributions and officer time to engage
communities and provide training. We will also use
our community contacts to establish hubs from
where we will deliver a range of services.
Our Jobconnector Bus Service will enhance the
offer of an existing bus route, in partnership with
operators and local businesses. It will be assisted
by Jobcentre Plus to deliver a customer offer that
would become commercially viable by the end of
the funded period. LSTF would support the service
for the first two years between Grimethorpe and
Wombwell. After this, Stagecoach will cover the
majority of the commercial risk for another two years,
and it is believed that patronage would be high
enough for the route to continue operation on a
commercial basis, with only specific early morning or
late night departures supported by SYPTE. The LSTF
contribution will cover 471,470km annually.
A Behaviour Change Package will allow us to
glue together all other schemes and maximise the
benefits from them through a targeted programme
of marketing, education, engagement and travel
planning. This will promote cycling, walking
and public transport as modes for travel to work
and training in our “hot spot” communities. The
application of the best-practice behaviour change
techniques will be done in collaboration with
the Psychology Department of the University of
Sheffield. It will make use of the Lifewise Centre, a
purpose-built arena for training activities, run in
partnership with South Yorkshire Police and others.
All partners of this bid will commit officer time to the
delivery of behaviour change activities. SYPTE will
provide additional in-house marketing, graphics,
design and market research resources.
Our key rationale is that new sustainable travel options
for those who seek to enter employment or enhance
their skills will help widen the labour pool available to
employers, help these employers recruit the most suitable
staff, and encourage them to invest further in the area.
We find that this would be the strongest way we can
take forward the “people, place, purpose” concept, since
this is based on the specific features of South Yorkshire’s
population and history, as described earlier, while still
remaining focused on carbon reduction and on economic
growth.
We have used our Urban Dynamic Model to test the
impacts of a comprehensive package that includes
our “key component” LSTF schemes, the schemes in
the full LSTF bid later, as well as the full programme of
sustainable growth interventions we deliver through
other funding channels. Although only used to provide
high-level estimates, outputs from the model show that
if planning authorities, the transport sector and other
sectors collaborate to achieve sustainable growth, there is
considerable scope for success. This includes an increase
of up to 0.5% in the number of jobs every year in some
areas, together with a reduction of more than 3% in
carbon emissions each year. This would be a result of
the transport interventions alone, on top of the impact of
initiatives outside the transport system.
“The opportunities that the LSTF package will bring real benefits to
local people for whom lack of suitable transport can be a real barrier.”
Ian Jenkinson, General Manager, Sheffield Community Transport
The relationship between our “key component” bid and
the full bid we will submit later is described in Figure 13.
The circled part of the table is the “key component” we bid
for at this stage. Bigger ticks indicate that the respective
package would be larger.
The table in Figure 14 sets out the interventions in the “key
component” and their rationale.
Figure 13: The “key component” and the full LSTF package.
Bus and
tram
Walking
Cycling
Life Stage
Behaviour
change
package
Flexible
travel
options
Alternative
fules
Intelligent
transport
Young
people
People
entering
employment
and training
Our key
component
Employed
people
Figure 14: More about our “key component” schemes
Name of scheme
What it includes
Cost
Where it will be implemented
Who will be affected
Why this is the right thing for us
Enhanced
Wheels to Work
Provision of bicycles,
electric scooters or
traditional scooters
where this can help
people enter work or
training. The scheme will
also include enhanced
safety training for
participants.
Revenue:
£960,500
Where there is a barrier
accessing employment using
public transport. This will
include rural locations where
services are often limited and
urban areas where service
gaps exist, for example where
shift patterns do not match
timetables.
The solution will be open to
people in South Yorkshire
looking to enter employment
and training where public
transport does not provide a
viable solution, if they meet
certain criteria. See statistics
of the affected people in
Figure 16.
The scheme has already assisted
over 450 people into work and
nearly 100 into training since July
2008. LSTF funding would allow
us make the scheme countywide,
building on lessons learned from
previous activity while going up
a gear.
Enhancement of the
South Yorkshire Cycle
Network, primarily
linking residential areas
with major employment
areas, with links to public
transport nodes to
enable longer-distance,
multi-modal journeys
to work.
Revenue: £63,000
We will improve cycle links to
two types of employment area:
peripheral areas with high cardependency and urban areas
requiring more sustainable
travel options.
The package will be targeted
to benefit people accessing
employment areas and
transport hubs along the route.
See statistics of the affected
people in Figure 16.
Our history as a mining area has
caused some key employment
area to be located away from the
urban centres. This package will
help providing sustainable access
to these area which are currently
car-dependent.
Cycle Package:
revenue
element
A package of
engagement activities to
encourage the take-up
of cycling
Revenue:
£800,000
The packages will be
targeted at the location of
new infrastructure schemes,
but with a view to engage
communities where cycling is a
realistic alternative.
As with the capital element,
the package will focus on
people travelling to work along
the route. It will also start
the ground work for wider
engagement, linked to our
large bid. See statistics of the
affected people in Figure 16.
Data shows that large employers
(e.g. Cadbury Trebor Bassett in
Sheffield) draw employees in the
area adjacent to the workplace
(typically a 2-4 mile radius), but
many still drive to work. Experience
shows we get best value from
investment in infrastructure when
we combine it with targeted work
to influence travel behaviour.
Jobconnector
Bus Service
Enhancement and
extension of an
existing bus service
to provide access to
a new employment
site, the Dearne Valley
College, the Wombwell
rail station and some
of the most deprived
communities in South
Yorkshire. This will
support the provision of
a total annual distance of
471,470km.
Revenue:
£840,000
A specific bus route that
straddles the boundary
between three Districts. The
enhanced route will link
Grimethorpe, which has had a
long history of being one of the
most deprived communities
in the country, to employment
areas in the Dearne Valley.
As a result of this scheme,
people living in Grimethorpe,
Darfield and Wombwell will
be able to access a major
new employer and other
opportunities that are not
currently accessible by public
transport. There will be
extended access from different
parts of the Dearne Valley to
the Wombwell station and
the Dearne Valley College.
See statistics of the affected
The scheme will improve access
to an area with currently 8800
employees, 1400 full time students
and 2500 part time students. A new
employer in the area is looking to
take on 1000 staff in the short term
with an anticipated 5000 more over
the next few years, as the company
continues to expand.
An overriding
programme of activities
to engage communities
and businesses, and
promote the benefit of
sustainable travel modes
Revenue:
£500,000
Across South Yorkshire, but
with a specific focus in those
areas we have identified as a
priority.
The solution will be targeted
at the communities we have
identified as “hot spots”, with
focus on work with employers,
employment agencies and
training providers. See
statistics of the affected
In order to get the maximum
benefit from the overall
programme of solutions, people
need to make informed travel
choices, to be aware of the impacts
of these choices on themselves and
others, and to be aware of available
travel options.
Cycle Package:
capital element
Behaviour
Change
Package
Capital: £155,000
(Local
Contribution:
£207,600)
Capital:
£1,885,863
(Local
Contribution:
£1,313,863)
(Local
Contribution:
£500,000)
(Local
Contribution:
£40,000 + vehicle
costs)
(Local
Contribution:
£630,000)
“Improving the infrastructure for sustainable transport is one of the
key strands of our local strategic vision”
Sally Jenks, Public Health Specialist, NHS Rotherham
C2 Package costs
Figure 15: Costs of our LSTF bid (excluding local contribution)
Enhanced
Wheels to
Work
Cycle
Packages
Jobconnector
Bus Services
Behaviour
Change
Package
£K
2011-12
2012-13
2013-14
2014-15
Total
Revenue
£160,000
£256,650
£294,200
£161,975
£872,825
Capital
£0
£0
£0
£0
£0
Revenue
£216,500
£247,500
£241,500
£216,500
£922,000
Capital
£398,000
£648,000
£512,000
£308,000
£1,866,000
Revenue
£110,000
£250,000
£230,000
£230,000
£820,000
Capital
£0
£0
£0
£0
£0
Revenue
£130,000
£130,000
£130,000
£110,000
£500,000
Capital
£0
£0
£0
£0
£0
GRAND TOTAL
£4,980,825
It is important to explain the reasons for the dominance of
the cycle infrastructure element in this “key component”,
and to note that this will not be repeated in our full
bid later. There is evidence that a behaviour change
programme can gain momentum more effectively if it
starts in parallel to visible physical changes. We therefore
prefer to make this capital investment earlier than later, to
drive the full programme forward with a visual message
of change. Later interventions as part of the full bid will be
more modest but will use the momentum that the initial
package will have already generated.
C3 Rationale and strategic fit
In addition to the rationale presented in detail in section
C1, we have undertaken detailed spatial, economic,
environmental and demographic analysis to justify the
selection of the specific “hot spots” the fund will be
invested in. This is based on a range of data sources,
including the social segmentation provided by Acorn,
Nomis data and more. This is summarised in Figure 16.
Figure 16: Some more stats on our “hot spots” and the
proposed action
Hot Spot
Population
Unemployment
Other characteristics
North
Dearne
Villages
10,294
8.0%
High carbon emissions;
only 0.2 local jobs
per resident; 40.2%
of households are
“struggling”
Cross
Dearne
Route
30,175
7.1%
Only 0.4 local jobs
per resident; 28.1% of
households extremely
“hard pressed”
Upper Don
Valley
28,569
6.7%
High carbon emissions;
only 0.3 local jobs per
resident
Blackburn
Valley
32,109
6.6%
Only 0.3 local jobs
per resident; 46.6% of
households are “hard
pressed”
Maltby
7,266
7.5%
Only 0.2 local jobs
per resident; 30.4%
of households are
“struggling”
Central
Rotherham
21,495
8.6%
High carbon emissions
and poor air quality;
40.6% of households
are “hard pressed”
Roman
Ridge Route
6,788
6.8%
34.4% of households
are “struggling”
Woodfield
Greenway
28,886
7.9%
29.2% of households
are “struggling”
Schemes
Our proposed schemes take full account of our area’s local
priorities as identified in the Districts’ Local Development
Frameworks, in the LEP business plan and in Local
Economic Assessments.
“Making our growth sustainable” is identified in our LTP3
strategy as a cross-cutting topic which resides in most of
our policy measures and actions. There is a direct, explicit
and strong fit of the contents of our LSTF bid with our LTP3
policies, as illustrated in Figure 17. It can be seen that of our
26 LTP3 policies (A to Z), the “key component” bid directly
contributes to the implementation of 6 policies and
indirectly also contributes to the delivery of 10 others.
Figure 17: The fit between this bid and our LTP3
The main policies in our LTP3 that the fund
would help deliver
Policy S
To encourage active travel and develop high quality
cycling and walking networks
Policy T
To provide information and travel advice for the
users of all modes of transport, so that they can make
informed travel choices
Policy K
To develop public transport that connects people to
jobs and training in both urban and rural areas
Policy R
To work to improve the efficiency of all vehicles and
reduce their carbon emissions
Policy U
To support the generation of energy from renewable
sources, and use energy in a responsible way
Policy V
To improve air quality, especially in designated AQMA
areas
Additional policies in our LTP3 that the fund
would help deliver
Policy D
To improve rail services and access to stations,
focusing on interventions that can be delivered in
the short term
Policy H
To develop high-quality public places
Policy I
To focus new development along key public
transport corridors and in places adjacent to existing
shops and services
Policy L
To reduce the amount of productive time lost on the
strategic road network and improve its resilience and
reliability
Policy N
To develop user-friendly public transport, covering
all parts of SCR, with high quality of integration
between different modes
Policy P
To work with operators to keep fares affordable,
especially for travellers in need
Policy Q
To provide efficient and sustainable access to our
green and recreational spaces, so that they can be
enjoyed by all residents and attract tourism
Policy W
To encourage safer road use and reduce casualties on
our roads
Policy Y
To focus safety efforts on vulnerable groups
Policy Z
To improve safety and the perception of safety on
public transport
Out LTP3 is published at www.syltp.org.uk
C4 Community support
Our transport strategy and the contents of this bid have
been developed through continuous dialogue with
business groups, organisations in the environment sector,
the health sector, the Police and emergency services,
voluntary organisations, community stakeholders and
transport operators. Our transport plans, including
those we wish to take forward through LSTF, incorporate
feedback from all these stakeholders as well as the general
public. Letters of support from our partners are
included in an appendix.
Important partners are Jobcentre Plus, employment
agencies, training providers, and those working on area
development and regeneration. As illustrated in the list of
partners in section A9, the focus we make here on those
entering employment and training is demonstrated by our
joint working with those who work on a daily basis with the
unemployed. Through their involvement in the delivery
of our LSTF programme we will ensure that sustainable
modes of transport are made available to those entering
employment and training at the time and the place when
they can make a difference.
The public response to consultation on our LTP3 Transport
Strategy supported linking up communities and outlying
areas with economic centres. The topics where this support
is strongest related to improved cycle infrastructure,
improved facilities in employment centres and training
schemes to encourage active travel. Public responses also
centred on improved bus services including, increasing
better adjustment of timetables to the needs of commuters
to make the bus a competitive alternative to the car.
Sheffield City Council used their ‘Sheffield on the Move’
forum to engage local partners in the preparation of this bid
and explore potential solutions. More than 70 members of
the public took part in this activity. This initial work provided
an important input for the list of interventions considered
for this “key component”. The work to prepare the bid is
being shared with community and area assemblies, who
continuously provide valuable feedback to inform this work,
coordinated through a busy External Relations team.
These are not one-off activities; they are held regularly and,
importantly, they will continue to accompany the detailed
design of and delivery of LSTF schemes.
A special workshop for partners and stakeholders across
South Yorkshire was held in March 2011 to further explore
the problems which could be addressed using LSTF
funding. The workshop featured representatives of dozens
of bodies and organisations across South Yorkshire and
some delegates of national organisations. The workshop
provided detailed feedback to our initial proposals,
identified the local evidence and led to the formation of
effective partnership arrangements. A similar forum will
re-convene at important milestones throughout the design
and delivery of LSTF schemes to continue the involvement
of community groups.
SECTION D
Value for money
D1 Outcomes and value for money
Our “key component” aims to benefit unemployed
people and those on benefits, offering improved
sustainable connections to employment opportunities.
It will introduce sustainable travel options to reduce the
barriers to employment. Our interventions are aimed at
ensuring the new trips that are created by people entering
employment or training are made by modes that produce
less carbon than a private car.
South Yorkshire has 21.3% of its communities within the
“most deprived” category15. This has directly led to the
definition of our “hot spot” areas, presented above. The
focus on those with the highest need will ensure that the
value of our investment is maximised.
An important feature of the schemes included in our
“key component” is that they have all been tried, tested
and proved successful. We focus on a “near market” of
travellers in need which are “almost there” and are at a
stage of their life when they are most willing to change
their behaviour. This has been defined by a detailed
market segmentation research.
Furthermore, we propose here to expand the geographical
areas where these solutions are introduced, but we are not
suggesting using LSTF money to make risky experiments.
We focus on interventions where there is evidence they
have helped connect people to opportunities, and create
growth in a sustainable manner.
Figure 18: Impacts of our “key component” package
Scheme
Economic impacts
Carbon impacts
Other benefits
Enhanced
Wheels to
Work
for its use for a fixed
period, when no other
means available.
Wherever possible,
participants will be
encouraged to use
cycles. An electric
scooter option will
be developed. All
optional modes,
including a traditional
scooter, have lower
carbon emissions
that travel by car.
The scheme will help
establish a sustainable
travel behaviour at
a critical life stage of
those participating.
The increased use
of cycling will bring
long term benefits in
terms of health and air
quality.
The introduction of
attractive cycle routes
in these specific locations will encourage
modal shift away from
the car.
Cycling has significant
health benefits both for
the user and for others
through the prevention
of car-based air pollution. The improved accessibility to work has
many social and other
benefits. The new facilities will also enable a
safer travel and reduce
casualties.
Aim is to support at
least 850 people takeup a place at work or
training, which they
would otherwise not
be able to access.
The expected GVA uplift is above £20k per
employed person.
There will be
substantial safety
improvements as each
participant will attend
a safety session and
referred to advanced
safety courses.
Rating
Cycle
Package:
capital and
revenue
elements
The package will
expand the range of
travel options to key
employment areas,
either through cycling
all the way there or via
public transport with
cycling as the access
mode to the station,
and target marketing.
Aim is to triple cycling
during life of LSTF
on target corridors
(matching performance of urban city
centre programmes).
Benefits from cycle
training along reduce
carbon by 24 tonnes
per cyclist per year.
Aim also to increase
cycle ownership to
over 75% of targeted
population (matching
success rates in Sheffield)
Potential BCR of cycling
solutions is 18.5-38.4 16
Aim is to get over 66%
of those cycle trained
cycling over once
a week, matching successes in Sheffield.
Rating
Jobconnector Bus
Service
Figure 18 summarises the impacts of our “key component”
schemes, and the following paragraphs add more
evidence to justify our package of solutions and
demonstrate value for money.
Evidence shows that
transport is a barrier
to employment at the
identified location.
Jobcentre Plus indicate
that 90 people every
week rejecting job
offers due to transport
issues.
Through creating
new commuting links
by bus the scheme
will help lock new
employees into a
sustainable behaviour
while commuting –
much lower carbon
per km emissions as
patronage builds.
As above there
are multiple social
benefits of people
entering employment
and improving their
skills.
Aim to build to over
6000 trips per week for
travel to work by 2015,
i.e. around 600 people
benefiting. Similar net
GVA benefit of over
20k for each person
brought into work.
The links this will
create to Wombwell
station.
Likely to make use of
Green Bus Fund to
ensure low carbon
vehicles.
Expectation that
service runs commercially by 2015.
A further uplift of 30%
in cycle trips as a result
of targeted marketing, and key role in
promoting use of bus
and wheels to work
schemes.
Critical to encouraging
reduced car use and
travel awareness 17
Targeted marketing
and personal journey
planning can cut car
use by c.10% 18
There are safety
benefits as students at
Dearne Valley College
will receive education
about using buses as
a safer alternative to
the car.
Rating
Behaviour
Change
Package
Focus via employment
and skills providers.
Local BCR of 3:1.
Rating
There will be
additional safety and
social benefits.
“The university recognises the importance of delivering sustainable
travel improvements to support the economy and vitality of Sheffield and
the city region”
Keith Lilley, Director Estates and Facilities Management, The University of Sheffield
Cycle Package: capital element
Research by SQW19 for Cycling England states that the
savings to the economy from each regular cyclist are
about £600 per annum. Of this, about £70 are congestionrelated savings, £50 are productivity gains, and £50 are
related to the cost of emissions and ambience.
The majority of studies that have reviewed the benefit of
cycling infrastructure report economic benefits as being
highly significant. The value for money report produce for
the Department of Health20 identifies a mean benefitcost ratio of 19:1. Surveys21 amongst commuters show
that more than 50% of them would cycle more if there
were more dedicated cycle paths and more than 40%
would cycle more if there were more secure places to
store bicycles. Evidence from Sustainable Travel Towns
(e.g. from Darlington which has a similar population to
Rotherham) is that integrated investment in cycling can
cause a significant mode shift and almost double the level
of cycling in town22.
South Yorkshire has only started investing heavily in
cycling infrastructure in the last decade. One prominent
example of such investment is the regeneration
of Sheffield City Centre, which incorporated cycle
‘permeability’ as a key principle. New routes were
developed, including one providing access across the
Inner Relief Road at Moore Street which increased
cycle use by over 200% within two years of opening.
Remodelling a 1960s dual carriageway, including cycle
routes and crossings, increased cycle use on that route by
over 100% within the first 12 months. Overall, the number
of cycle journeys through the city centre in 2009 was
three times the respective number before the City Centre
Regeneration Programme.
Cycle Package: revenue element
There is strong evidence from the Sustainable Travel Towns
and the Cycling Demonstration Towns23 for the economic
cost-effectiveness of packages of targeted measures to
increase the level of walking and cycling, when these
measures tailored for local needs. This evidence shows
that by joining up infrastructure improvements with the
provision of training and travel advice, the solutions are
more effective.
A study outside South Yorkshire shows that 60% of
adults who received cycle training increase their cycling
significantly as a result, and the majority cycles to work.
81% of people attending cycle maintenance courses also
cycle more. The estimated level of carbon reduction as a
result of cycling training provision is 24kg of carbon per
person per year24. Surveys of people who took free cycle
training in Sheffield indicate that before training 58% of
participants cycled less than once a week, whereas after
training 66% cycle every week, with 50% now cycling
nearly every day25.
Evidence from Sheffield City Council and Get Cycling
regarding the Bikeboost scheme26 shows a high retention
rate amongst those who participated in schemes similar
to those included in this “key component”. Nearly 7 tons
of carbon emissions have been saved by the scheme in
Sheffield so far, based on 325 participants, 60% of which
were previously car users. 75% of participants bought a
bike subsequently. Generally, as per January 2010, there
has been a 66% increase in cycle use in Sheffield, based
on a 2001 baseline, and also a reduction in cycle accidents
despite the increase in cycle use. There were similar
successes in other cycle projects in Barnsley.
Enhanced Wheels to Work
Wheels to Work can deliver a lifeline to those who would
not ordinarily have access to regular transport, enabling
access to employment and key local services27. The
evidence shows a phenomenon of young people turning
down training or further education opportunities because
of transport problems; young people in rural areas, and
those with learning difficulties and disabilities, are more
likely to cite costs of transport as a constraint in pursuing
adult learning28.
Our past Wheels to Work activity has already assisted 450
people into work and nearly 100 into training since July
2008. The enhanced scheme will have a further impact
on the number of people that enter employment and
training in South Yorkshire during the fund period. The
intervention is targeted at those who would otherwise not
be able to access employment and has been designed to
result in at least 850 participants.
The projected LSTF budget per participant of this scheme
is slightly above £1,000. Direct benefits in terms of taxes
paid are about £2,900 per annum, implying a benefitcost ratio between 2.5 and 3. However, it is clear that
the actual benefit of people entering employment goes
much beyond tax payments. We have undertaken an
approximated calculation of the impact on GVA of people
entering employment and, as a result, increasing their
economic activity in their communities. This shows that
the average net value of an additional employed person to
GVA in the Sheffield City Region is well above £20,000.
“As a local employer, any assistance that would benefit our employees or
future employees would be seen as a benefit”
Julie France, Group Human Resources Manager, Norton Finance
Jobconnector Bus Service
Job Centre Plus have provided data showing that around
90 people every week are rejecting a job offer in South
Yorkshire due to transport issues. A third of these come
from the “hot spot” communities which this bid focuses
on, and the rest are more scattered throughout the area.
This relates to the discussion brought in section B1 about
the scattered structure that the area’s mining history
has created. Like with the Wheels to Work Scheme, the
benefits of the Jobconnector service would be a result of
people entering employment and training. There will be
savings to benefits paid and an increase in GVA following
the increase in employment rates.
South Yorkshire has a track record in delivering
supported services which later become commercially
sustainable. This is done through our ongoing strong
partnership between SYPTE and bus operators.
The Jobconnector service included in this bid is an
enhancement of the existing service 200 in the Dearne
Valley. It builds on a model which is successful already
which was developed in partnership with businesses
and the Dearne Valley College and was funded originally
through ERDF and SYPTE support. The proposed further
enhancement of this successful service will have a direct
impact on access to a substantial new employment site,
in addition to providing access between one of South
Yorkshire’s most deprived areas and the employment areas
of the Dearne Valley.
The introduction of the existing service 200 was aimed
to connect local employment opportunities to public
transport interchanges at Mexborough, Swinton and Wath,
and through these interchanges to also connect those
workplaces to other areas via both bus and rail. One of
the key development areas it serves was developed in the
1990’s at a former coalfield site in Wath Manvers, which
was converted into an employment, housing and leisure
site, including the new Dearne Valley College.
During the initial supported operation of the service,
development of employment along the route continued,
and from 2005 patronage was high enough for Stagecoach
to operate the core service (between 0530 and 2000) on
a commercial basis. An opportunity in 2008 for additional
ERDF funding led to the service being extended to
Brampton, Cortonwood and Wombell, providing an
important link to the Wombwell Rail Staion. Over 350,000
trips a year are now made on the service, equating to over
6500 each week.
The model of a supported service that later becomes
commercially viable has been tried and tested elsewhere
in South Yorkshire, for example on services 81/82 by First
Group, connecting Doncaster, Armthorpe and West Moor
Park. This business park hosts the Ikea distribution centre
and a number of other large companies. Funding for a
bus route to serve this site was secured from New Deals
for Communities (NDC) for a period of 6 months. During
this time, patronage growth was sufficient for First Group
to continue to operate the extension commercially. It
now operates 7 days a week with a peak 6 buses an hour
service.
Our success in developing bus services that connect
people to jobs and achieve long-term commercially
viability is also linked to the commitment of South
Yorkshire partners, including the bus operators, to renew
the bus fleet and use environmental-friendly technologies
for passenger services. We already have on more than 50%
of the bus fleet engines which meet the requirements of
Euro III or above, and this proportion continues to rise.
Recently a new fleet of diesel-hybrid buses entered service
in South Yorkshire, delivering carbon emissions around
30% lower than other new bus types.
Behaviour Change Package
It is widely agreed that communication, provision of
information, travel advice and user training are important
to ensure that users are familiar with available travel
options and the benefits from using them29. These
activities not only spread knowledge about sustainable
travel options but also encourage users to choose them.
Such activities are therefore considered a key factor in the
success of sustainable travel packages30. There is evidence
that behaviour change promotional activities at a city
or town level can lead to a reduction of 9% in car driver
trips; an increase of up to 30% in cycle trips; and increase
of more than 10% in walking trips; and carbon reduction
per head of population by 50 kgs per year31. There is also
evidence that an integrated package like the one proposed
here achieves much more than separate elements of
it, particularly when new high-quality infrastructure is
introduced alongside it32.
In South Yorkshire we have already been successful in
undertaking such activities to promote sustainable travel
options. The levels of walking across the Sheffield city
centre, for example, increased by 21% between 2006 and
2009, and we know of similar outcomes in Rotherham.
For public transport promotion activities, the return on
investment is between three and six passengers per
pound spent according to the SYPTE marketing and
market research evidence.
D2 Financial sustainability
There is evidence from national sources on the economic
returns from a combined investment in activities to
encourage modal shift, active travel and safer travel
behaviour. A conservative calculation of the cost of illness
as an outcome of physical inactivity has led to a figure
of £1.08 billion per annum in direct costs to the NHS
alone (2007 prices, national figures) and an estimate of
£8.2 billion per annum in indirect costs (2002 prices)33.
The average value of preventing a fatal accident is
£556,660 per person34 in terms of lost output alone, not
counting human and medical costs that would make this
significantly higher.
Our determination to leave a sustainable travel legacy
through our investment programme (using LSTF and other
sources) is reflected in the formal commitments made by
South Yorkshire partners to cut their carbon emissions.
Sheffield, for example, has committed to reducing carbon
of 30% from 2005 to 2020.
Our Travel Behaviour activities have been designed to
bring together all other elements of our “key component”
package, as well as our other sustainable travel activities,
all under a unified management structure. The integrated
management of all sustainable travel campaigning
and training activities will deliver economies of scale,
consistency in branding and clarity of message. There is
good evidence for the success of such approach35.
- Our focus on employment in our LSTF programme, and
our choices of the “hot spots” described above, gives
the long-term legacy of our bid a particular strength. By
linking people in these communities to jobs, improving
skills and reducing unemployment we continue the
trend of South Yorkshire communities becoming
wealthier and less dependent on social benefits.
An important feature of this package is a market
segmentation analysis, undertaken in order to target those
travellers that are more likely to respond positively to the
messages we will deliver through different channels. We
regularly use the Acorn segmentation technique which
provides valuable insights in identifying the “near market”.
A basic example for this type of segmentation was
presented earlier in Figure 2.
Earlier in this form we presented evidence for
achievements we have already made in South Yorkshire,
which have left a lasting legacy. Hundreds of people in
South Yorkshire continue to cycle, to use bus routes to
work and to make other sustainable travel choices using
services or facilities that received some initial support and
then continued without such support.
More specifically:
- We expect that the proposed Jobconnector bus service
will be operated on a commercial basis by the end of the
fund period.
- By boosting employment in South Yorkshire we help
people have a higher standard of living so that they can
consume more at local businesses and take part in more
culture and leisure activities. This would have a further
positive impact on others, and will generally contribute
to a more thriving local economy.
St George’s Minster from the
waterfront, Doncaster
SECTION E
Deliverability
Integrated Transport Authority
Decision making and strategic steer
Strategic Leadership Group & Executive Board
Advice by Districts’ Chief Executives
and transport directors
Sustainable Growth Programme
Director: Frances Adams
Cycle
Package
Wheels
to Work
Job
connector
Behaviour
Change
Manager:
Andy Wild
Manager:
Alan
Nicholson
Manager:
Louise
Fannon
Manager:
Alison Gray
Local Partners
Ensuring communities are involved in decision
making, as described in sections A9 and C4
The strength of our delivery and governance plan lies
in the use of our existing governance structure, which
has already proved successful. Authorities in South
Yorkshire and the Sheffield City Region have been
working continuously over the last few years to promote
sustainable means of travel in order to support the
local economy. We have already developed a culture of
working as a strong partnership, across sectors and official
boundaries; this has led to many successes, some of which
we have reviewed in section D. The additional investment
we hope to make with the help of LSTF will provide an
opportunity to use this momentum and build on our
strong delivery record to give our economy and our area’s
sustainable legacy a further boost.
Figure 19: Governance structure of our sustainable
growth programme
Local Enterprise Partnership
Challenging, facilitating and representing local businesses
E1 Implementation
DfT has already acknowledged the strength of our
governance and programme delivery in the Mid Term
Progress Review of our LTP2, in 2008. DfT has also
presented South Yorkshire’s approach as a best practice in
its publication “Delivering Sustainable Low Carbon Travel:
An Essential Guide for Local Authorities”. This document
states that the way we work is “ensuring that all district
partners keep the focus and alignment on the overall
objectives of the LTP3”. It recognises our implementation
structure “created clearer lines between the strategy and
delivery aspects of the LTP3, building upon tried and
tested programme management techniques… Officers
have clearer opportunities to report issues requiring action
and develop solutions drawing on collective experience
from across South Yorkshire… Partners engage with nontransport professionals and stakeholders across the region
to examine new opportunities to add value to the capital
programme.”
Figure 19 describes the governance structure to be applied
in the design and delivery of our sustainable growth
programme.
Sheffield Station
E2 Output milestones
We have a strong focus on our delivery. For the “key
component” we have selected only those schemes on
which we are able to start rapidly and are confident about
their successful implementation. The Gantt chart in Figure
20 shows our timetable and key delivery milestones.
Figure 20: Delivering our LSTF package
LSTF MILESTONES
Duration
Year 1
Q1
Detailed Design
6 months
3 months
Planning Powers
6 months
Procurement Activity
5 months
Delivery (Group A)
12 months
Delivery (Group B)
12 months
Delivery (Group C)
18 months
Stakeholder
Consultation
Final Sign-off
1 month
Cycle officer
appointment
3 months
Cycle officer
appointment
1 month
Engagement
Ongoing
Performance Review
1 month
Procure scooters/
cycles/ equipment
6 months
WTW promotion
activity
6 months
Management
Ongoing
Performance review
6 months
Finalise route
proposals/service spec
3 months
Procurement Activity
3 months
Promotion activity
3 months
Ongoing operation
Ongoing
Performance review
1 month
Future plan
6 months
Establish behavioural
change unit
6 months
Create branding
6 months
Produce creatives
3 months
Initiate community
engagement
3 months
BEHAVIOUR CHANGE
PACKAGE
JOBCONNECTOR BUS
SERVICE
ENHANCED
WHEELS TO
WORK SCHEME
CYCLE PACKAGES (CAPITAL
ELEMENT)
6 months
CYCLE PACKAGES
(REVENUE
ELEMENT)
Outline Design
Year 2
Q2
Q3
Q4
Q1
Year 3
Q2
Q3
Q4
Q1
Year 4
Q2
Q3
Q4
Q1
Q2
Q3
Q4
Ongoing
Future plan
12 months
E3 Summary of key risks
Figure 21: Key risk scenarios and their mitigation
Risk
Scenario
Mitigation
Difficulty
to obtain
our “match”
funding
Cost estimates
inaccurate
Scheme costing followed the
best practice and informed
by analysis actual costs,
since all types of schemes in
this bid have been delivered
in South Yorkshire before.
Other contributions
not realised
Insufficient
support from
partners or the
public
In the presentation of
“match” funding we have
clearly distinguished
between money which has
been secured and other
potential sources. The risk
is significantly lower for
“in kind” contribution such
as officer time, that form
a major part of our local
contribution.
Delay in delivery
prevents release
of next phase of
funding
Strong project management
and governance processes
are in place to support ontime delivery.
Conflict between
delivery partner
aspirations
Governance structure
includes clear mechanisms
for dealing with such
conflicts. Our close
collaborative partnership
working has been in place
for years and already
demonstrated success
in delivering sustainable
growth.
Insufficient public
and stakeholder
support for
schemes
This bid and the LTP3
it follows have been
developed through
continuous dialogue with
employment agencies,
training providers,
business groups, voluntary
organisations, community
stakeholders, environment
sector, health sector, police
and emergency services.
Unexpected
barriers to
effective
delivery of
programme
elements
Business
response and
user demand
are less than
expected
Delivery agents
unable to deliver
to cost and
programme
Deliverability has already
been demonstrated in
previous forms of the
proposed schemes. Strong
partnership arrangements
made to enhance chances
of success. Potential issues
in delivery accounted for in
design.
Planning
constraints such as
right of way or land
blight
District planners are fully
involved in the bid to ensure
that planning constraints do
not form a barrier.
Wheels to work
inefficiencies
associates with
misuse of vehicles
or driver neglect.
This is accounted for in the
costing based on recent
experience. Scheme includes
user training and legal cover.
Improved access to
jobs and training
does not lead to
desired economic
and environmental
outcomes
Local businesses work
closely with the LEP to create
the best possible conditions
for businesses to grow.
This is facilitated by intense
dialogue between the LEP
and cross-sector partners.
Bus service
enhancement
generates
insufficient
patronage
to become
commercially viable
Proposed service
enhancements are based
on a successful model and
detailed local knowledge.
Promotion activities under
our behaviour change
package will help create
synergies between our
different investments to
maximise impact.
E4 Project evaluation
We would be pleased to co-operate with DfT in evaluating
the benefits of the fund programme. If our application is
successful, we will propose a joint evaluation approach
which will combine resources from our ongoing
performance monitoring programme with DfT’s
contribution. This will ensure that we undertake efficient
monitoring and cost-benefit assessment while making the
best use of all available resources.
More information on our monitoring and evaluation
programme is available in chapter 8 of our LPT3 strategy,
available to download from
www.syltp.org.uk/strategy.aspx
REferences
1. Sheffield City Region, (2010), Strategic Economic
Assessment, page 69.
2. Sheffield City Region, (2011), Transport Strategy, page 5.
3. http://www.madeinsheffield.org/ (last accessed:
12/04/2011).
4. Arup and Volterra, (2010), Economic Structure of
Sheffield City Region and Issues for Transport.
5. Sheffield City Region, (2010), Strategic Economic
Assessment, page 31.
6. Ibid, page 25.
7.Ibid.
8. Ibid, page 7.
9. Office for National Statistics, The 2008 Mid Year
Population Estimates.
10.Arup and Volterra, (2010), Economic Structure and
Worklessness, page 24.
11. Office for National Statistics, Life Expectancy at Birth
2007-2009.
12.Sheffield City Region, (2011), Transport Strategy,
Evidence Base document 4 – Forecasting.
13.The Marmot Review, (2010), Fair Society, Healthy Lives.
14.Arup and Volterra, (2010), Economic Structure of
Sheffield City Region and Issues for Transport.
15.Arup and Volterra, (2010), Economic Structure and
Worklessness.
16.DfT, (2009), Delivering Sustainable, Low Carbon, Travel
17. DfT and ACT on CO2 (2009), Low Carbon Transport: A
Greener Future
18.DfT, (2009), Delivering Sustainable, Low Carbon, Travel
19.Yorkshire Forward, (2007), Yorkshire and the Humber
2007-2013 ERDF Programme.
20.The Department of Health, (2010), Value for Money: An
Economic Assessment of Investment in Walking and
Cycling.
21.Ibid.
22.The Department for Transport, (2010), Climate Change
and Transport Choices.
23.The Department for Transport, (2010), The Effects of
Smarter Choice Programmes in the Sustainable Travel
Towns: Summary Report, page 49.
24.‘Soft Measures – Hard Facts’: The Value for Money of
Transport Measures which Change Travel Behaviour: A
Review of the Evidence January 2011.
25.South Yorkshire LTP Partnership, (2011), South Yorkshire
Cycle Action Plan.
26.http://www.bikeboost.org/sheffield (last accessed:
12/04/2011).
27. The Department for Transport, (2011), The Local
Transport White Paper: Creating Growth, Cutting Carbon
– Making Sustainable Local Transport Happen.
28.Office of the Deputy Prime Minister and Social Exclusion
Unit, (2002), Making the Connections: Final Report on
Transport and Social Exclusion.
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– Making Sustainable Local Transport Happen.
30.The Department for Transport, (2009), Delivering
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Local Authorities.
31. ‘Soft Measures – Hard Facts’: The Value for Money of
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Review of the Evidence January 2011.
32.Forsyth, A. and Kevin J. K., (2010), Promoting Walking
and Bicycling: Assessing the Evidence to Assist Planners,
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Economic Assessment of Investment in Walking and
Cycling.
34.The Department for Transport, (2005), Valuation of the
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Sources FOR Maps
Number of employees: Inter Departmental Business Register
(IDBR), (2008-2009), Office of National Statistics.
Unemployment rate: ACORN Unemployment Data, (2010),
CACI.
Air pollutants: NO2 Annual mean concentrations, extracted
from http://www.airquality.co.uk/archive/laqm/tools.
php?tool=background06
Deprived areas: Index of Multiple Deprivation (IMD) Data,
(2007), extracted from http://www.communities.gov.
uk/communities/neighbourhoodrenewal/deprivation/
deprivation07
Obesity: Healthy Lifestyle Behaviours: Model Based
Estimates, (2003-2005), The NHS Information Centre for
health and social care.
Public Transport accessibility: Accessibility of Bus Key
Corridors, Supertram and Rail, (2010), SYPTE.
CO2: CO2 Emissions from Transport, (2006), UK National
Atmospheric Emissions Inventory (NAEI), maintained by AEA
of behalf of DEFRA.
Travel Demand Density: Destination-based Travel Demand
Density, extracted from the SYSTM+ 2007 Base Model
Highway Delay: Average Morning Peak Highway Delay
– extracted from the SYSTM+ 2007 Base and 2026 Core
Scenario Models
Carbon Emissions: Average Morning Peak Highway
Carbon Emissions – extracted from the SYSTM+ 2007 Base
and 2026 Core Scenario Models

A SUSTAINABLE joUrNEy To work IN SoUTh yorkShIrE

Transcription

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