We have been keeping a keen eye on the disappointly slow development of the Mass Transit proposal for West Yorkshire. We have given a detailed response to the Spatial Development Framework to the West Yorkshire Combined Authority and this is copied below:
Due to time constraints, we have not studied the impact assessment and other documents in detail. We agree with your assessment that the persistent productivity challenge and underperformance of West Yorkshire’s economy is at least in part due to transport constraints as evidenced by the sclerotic congestion occurring daily on the road system.
We welcome the creation of the Joint Development Plan Document and later to come, the Spatial Development Strategy and see this as an essential way forward, giving strategic oversight to the planning process across West Yorkshire and ensuring cross-border co-operation between the five districts. Mass Transit is a strategic intervention in West Yorkshire. Strategic overview is fundamental to maximising its benefits.
Again, due to time constraints, we have restricted our comments to selected points.
Joint Development Plan Document Objectives
Draft spatial planning objectives – (Our comments in this section in italics)
SO1: To integrate transport and spatial planning by delivering high quality development in sustainable locations that are well-connected and are accessible to the proposed Mass Transit network. This will maximise the opportunities for housing and employment growth within existing settlements, especially on previously developed land where available.
Transit hubs within settlements can become centres of community and commercial activity. We would broadly support this but especially with regard to previously developed land.
SO2: To generate inclusive growth and realise wider socio-economic benefits for all by improving connectivity between homes, health care, economic hubs, and regeneration areas to drive up a productive and resilient economy.
We support this objective. Transport related social exclusion is an issue that needs addressing and is a detriment to both social and economic sustainability. Connectivity is a vital component in reducing this.
SO3: To help create a fully integrated transport network that promotes sustainable travel patterns by creating seamless integration across all modes, prioritises active travel, and reduces car dependency and its associated environmental impacts.
We support these principals but reducing car dependency through mass transit is a big ask, which requires ambition around reach, frequency and journey times, which are strongly linked. The public transport journey time between many smaller towns in West Yorkshire, which offer many employment opportunities, can be three or more times longer than by car. Reliability is also an issue and segregation of Mass Transit from traffic, as far as is possible, is essential in this respect. Nothing less than transformation is needed.
SO4: To deliver high-quality, place-led regeneration that creates safe, attractive, and well-designed, well-connected places, which respect and enhance local character and heritage.
Respect for and pride in places is an important element in the social and economic well-being of those places. Delivery of this objective can be aided by Mass Transit, integrating places within wider West Yorkshire and reducing isolation. We broadly support this objective.
SO5: To create healthy and inclusive communities where inequality is reduced, homes are more affordable, the benefits of growth are shared equally, communities become more cohesive, liveable and active, and all residents can safely and easily access services and opportunities (particularly education and health).
Again, we can only support these objectives. It is likely though, that for many people, services and opportunities will remain beyond the immediate confines of a particular community and good connectivity around West Yorkshire is vital to enabling access. This is not currently the case.
SO6: To support the transition to a zero-carbon economy by providing a low-carbon transport alternative and shaping energy-efficient, climate-resilient development.
We support this objective.
While buses will remain an essential part of West Yorkshire’s public transport system, supporting, and supported by, Mass Transit, the latter should be largely rail based, segregated where possible and carry the bulk of journeys made over longer distances within West Yorkshire, with reductions in overall journey times for passengers.
Buses, while still operating some fairly long routes, should where appropriate feed Mass Transit at intervals and key locations to enable transfers. Some ‘hopper’ services could also perform this function.
Rail modes, with their lower rolling resistance, will produce lower carbon emissions, and no particulates from tyres.
Very Light Rail may also have applications in West Yorkshire, though this is unlikely on main corridors. It could feed transit hubs or stations however, like the Stourbridge shuttle in the West Midlands. Coventry VLR could also be of interest, not least for its innovative track form.
SO7: To protect and enhance the natural and built environment delivering measurable gains for biodiversity and green infrastructure, improving air and water quality, and conserving the significance of local character and identity, and heritage assets.
We support this objective, though there might have to be trade-offs on occasions, notably where former rail infrastructure has been partly reclaimed by nature but offers a suitable, segregated route for transit. In such instances, mitigations should be put in place where possible.
SO8: To identify principals to be used for future safeguarding of land potentially required for future phases of the Mass Transit networkto be applied following identification of preferred routes (including associated infrastructure, e.g. depots, servicing etc) through other design, assessment or consenting processesto protect them from development that would prejudice construction or operation.
We feel identification of potential requirement needs to come early, before preferred routes are determined for a given corridor. While this could result in some temporary planning blight, failure to protect that potential could result in loss of the most suitable route for transit. Indeed it could be argued that a significant level of such development has already taken place.
Spatial options A and B
We would strongly support the adoption of Option A – Maximise the benefits of Mass Transit through joined up approach to spatial planning across West Yorkshire, and would go so far as to suggest that Option B – Rely solely on Local Plans (business as usual) – should be rejected outright.
The strategic nature of Mass Transit requires a joined up, strategic approach to planning, anything less would imperil the huge potential benefits of the scheme.
Chapter 3: A co-ordinated approach to delivering great places
Chapter 4: Environment and climate change
Chapter 5: Funding and delivery
Issues and opportunities
The above headings lead into the following policy themes, of which the broad principals set out here we can endorse, along with the supporting notes for each policy theme.
Chapter 3
Policy Theme 1 – A place-based approach to transit-oriented development
Policy Theme 2 – Creating a seamless, integrated transport network
Policy Theme 3 – Delivering inclusive growth
Chapter 4
Policy Theme 4 – Climate
Policy Theme 5 – Protecting and enhancing the natural environment
Chapter 5
Policy Theme 6 – Co-ordination of funding and investment on the Mass Transit network
Policy Theme 7 – Safeguarding and delivery of Mass Transit infrastructure
However the following, in Policy theme 4, is a little puzzling:
“Mass Transit is a key part of the pathway to net zero’ (this by 2038).
Following the December announcement delaying the start on Mass Transit, it will probably not, by 2038, have begun operating its first phase, which of itself can only be a very small part of the eventual system if it is to achieve the many highly desirable benefits outlined in the document.
Those Benefits can be real ones but expansion of the system needs to be progressed with some urgency if the present generation of young people are not to reach retirement before they see the benefits!
The principles outlined in Policy Theme 7 are fundamentally important to achieving the aims of the Spatial Development Strategy, giving strategic oversight of plans and proposed developments which, in some cases could threaten delivery of effective mass transit. ’Safeguarding’ is the key word here, for without that safeguarding, delivery will be, at best, difficult.