Agenda item

8.1

The Committee received a report of the Head of Strategic Transport and Infrastructure on the Sheffield Transport Strategy 2018-34 - Assessing Sustainable Travel Options (Supertram, Sheffield Bus Partnership, Sheffield Cycling Inquiry). 

8.2

The report indicated that in July 2018, the Cabinet had endorsed a new long-term Transport Strategy for Sheffield, setting out how the City proposed to deal with projected increases in population, homes and jobs to 2034.  This report set out the implications of the new transport policies for the City, and how they fitted strategically with Sheffield City Region’s recent draft Transport Strategy, and Transport for the North’s wider ambitions.

8.3

In attendance for this item were Tom Finnegan-Smith (Head of Strategic Transport and Infrastructure), Gregg Challis (Senior Transport Planner), Councillor Jack Scott (Cabinet Member for Transport and Development) and Ben Gilligan (Director of Public Transport, SYPTE). 

8.4

Members of the Committee raised questions, and the following responses were provided:-

·             The Strategy looked at what Sheffield would look like in the future, in terms of population, housing and employment, and set out a number of proposals in terms of both constraints and opportunities.  If the Council was aware of a major development in the City, it would liaise with the SYPTE and bus operators in terms of looking at modifications to existing services, or the introduction of new services.  A similar process had taken place in respect of the development of the Advanced Manufacturing Park some years ago.  Many of the proposed changes were long-term developments, hence the Strategy running to 2034.  The Strategy also linked in with a number of the Council’s long-term strategies, such as the Clean Air Strategy.

·             The 15-year timeline in respect of the Strategy had been chosen as it tied in with a number of the Council’s development ambitions and proposals, as well as matching the term of the Local Plan and a number of major national developments, such as HS2.

·             A further, expanded briefing paper on cycling, including what had been learnt since the 2014 Cycling Inquiry and progress with the Local Cycling and Walking Infrastructure Plan (LCWIP), would be circulated to Members, as part of the Committee’s Work Programme 2018/19. 

·             As part of the Strategy, the Council planned to increase cycling rates based on modelling using the Department for Transport’s propensity tool showing where the greatest uplift could be delivered.  A South Yorkshire Cycle Action Plan, setting out a strategic sub-regional network, had been drawn up, which had subsequently helped inform the ongoing production of the LCWIP.  Sheffield was amongst the first tranche of cities to develop such a Plan, with support from the Department for Transport, and it was hoped that development would be completed by the end of the 2018/19 financial year.

·             Information on the economic benefits of living or working on, or close to, a tram route could be made available to Members.  A recent study in Nottingham, following a light rail extension to the City’s University, had showed an economic uplift on the corridor.

·             One of the objectives of the Strategy was to make sure that new developments, including residential and business, were served well by public transport.

·             Whilst rail-based transport projects provide more certainty in terms of patronage and sustainability, they were also more expensive than other modes of public transport, as well as taking a longer time to deliver.  Bus Rapid Transit schemes could also assist, such as in Bristol.

·             Whilst bus operators made commercial decisions about how early or late to run because of low passenger numbers, these services were often deemed not economically viable.  The SYPTE funded a number of first and last services from its tendered services budget.  There was a need to ensure that this budget was allocated in the most effective manner.

·             The Strategy was explicit in terms of the need to move away from being a ‘car first’ city, and good public transport was key to creating a sustainable and vibrant city.

·             The Bus Partnership had been renewed on a 12-month rolling basis in October 2017, and the Strategy envisaged that a full review of public transport services, and how they were operated, would be undertaken in 2019.

·             The Traffic Management Act 2006 (Part 6), which would grant local authorities the power to enforce local traffic regulations, such as the obstruction of yellow box junctions, had not yet been, and showed no sign of being, enacted by the Government. 

·             Whilst data from HMRC was not available, strategic transport modelling was undertaken using DfT trip rate forecasts and the most robust evidence to support funding bids. It was possible to supply a schedule of changeover times to this modelled picture to understand network implication and future demand for travel.

·             Planning processes required that the numbers of car parking spaces were determined as part of planning approvals for major developments, which would also be consistent with guidelines set out in the Local Plan. 

·             Whilst the vision in respect of Transport for the North was to be welcomed, it was considered that their proposals were not sufficient for Sheffield, in that they did not recognise any future transport plans for the City itself, hence the need for a Sheffield-specific strategy. There was consistency between the two strategies when it came to economic “agglomeration” ie making it easier for people to access jobs in order to increase the pool of skills available to employers and opportunities for employees.

·             The Strategy contained similar targets, and took a similar approach to other major local authorities, such as Manchester and Bristol, committing the city to creating mass transit routes. Whilst not necessarily being innovative, such proposals could prove controversial as they would require greater priority for public transport at the expense of other road users, with consequences such as the restriction or removal of parking in certain instances. There would be significant change if bus stops were relocated or removed, and ticketing simplified.  

·             The next stage in respect of the Strategy would be to set out details of transport projects to be brought forward, in line with the principles. Work with regard to this was still ongoing, but would be brought back before Members in 2019. 

·             The Working Group which worked up the Sheffield Transport Vision had been chaired by Councillor George Lindars-Hammond (Cabinet Advisor for Transport at that time).  The Group met around three to four times, with its findings being fed into the Transport Vision agreed by the Cabinet at its meeting in December 2017.  Notes of meetings of the Group could be made available. 

8.5

RESOLVED: That the Committee:-

(a)      notes the contents of the report now submitted, together with the responses to the questions raised;

(b)      thanks Councillor Jack Scott, Tom Finnegan-Smith and Greg Challis for attending the meeting, and responding to the questions raised; and

(c)      requests that:-

(i)          this item be retained on its Work Programme, and reviewed at some stage in the future;

(ii)         a further briefing paper on cycling be submitted to a future meeting;

(iii)        the Mayor of Sheffield City Region be invited to a future meeting to share the City Region Transport Strategy; and

(iv)       the Policy and Improvement Officer (Alice Nicholson) looks into the possibility of inviting representatives from  bus operators in the City to a future meeting.