Barnsley Local Plan

Transport Background Paper

Contents

1. Introduction

2. The structure of the Local Plan transport chapter

3. Evidence base for the Local Plan transport chapter

4. Content of the Local Plan transport chapter

5. Appendices on key components of the evidence and context base and Local Plan

transport chapter policy references*:

• Appendix 1 – Transport for the North (TfN) Barnsley Strategic Centre (Nomis

Barnsley Built Up Area (BUA)) cf to Barnsley Local Plan Accessibility

Improvement Zone (AIZ) (T1)

• Appendix 2 – Barnsley Transport Model (T1 and T3)

• Appendix 3 – The 2011 census commuting patterns (T1 and T3)

• Appendix 4 – The Barnsley Transport Strategy (T1, T2, T3, T4 and T5)

• Appendix 5 – Sustainable travel Core Bus Network and Barnsley Rail Vision

(T1, T2 and T3)

• Appendix 6 – Sustainable travel footpaths and cycleways (T1, T2, T3, T4

and T5)

• Appendix 7 – references from the Sheffield City Region Transport Strategy /

Sheffield City Region Integrated Infrastructure Plan (T1, T2 and T3)

• Appendix 8 – summary table relating Local Plan transport policies to the

NPPF transport paragraphs (T1, T2, T3, T4 and T5)

• Appendix 9 – Duty to Cooperate engagement on transport (T1, T2, T3, T4

and T5)

*Local Plan transport chapter policy references:

1. T1 Accessibility priorities;

2. T2 Safeguarding of Former Railway Lines;

3. T3 New Development and Sustainable Travel ;

4. T4 New Development and Transport Safety and

5. T5 Reducing the impact of road travel.

1.0 Introduction

1.1 Transport and particularly policies to promote sustainable transport form a

fundamental pillar of the Local Plan and its transport policy portfolio (T1 to T5) and

also the National Planning Policy Framework transport references (paragraphs 29 to

41).

1.2 See appendix 8 relating Local Plan policies T1, T2, T3, T4 andT5 to the NPPF

paragraphs 29-41. Transport considerations significantly impact on the location,

scale and form of development and the quality of life and environment of residents,

visitors, workers and wildlife.

1.3 Sustainable development essentially involves making the best use of existing

infrastructure including transport. This is built into the Local Plans strategy and site

selection methodology.

1.4 The Local Plan transport policy portfolio seeks to provide evidence and support to

facilitating the introduction of beneficial changes in transport infrastructure and

services to deliver the Local Plan proposals and policies including maintaining robust

resistance and zero tolerance to adverse impacts of transport and traffic. The

Infrastructure Delivery Plan describes investment programmes that will promote

some of the key transport interventions.

1.5 The policies in the transport chapter have benefited from on-going engagement with

neighbouring LAs, transport agencies and also from understanding the unmitigated

traffic implications of the land use proposals by way of the Barnsley Transport Model

supported where appropriate by more detailed modelling such as VISSIM associated

with progressing solutions. The Local Plan transport policies have regard to local

transport strategy such as the Barnsley Transport Strategy, Barnsley Rail Vision,

Core Bus Network etc.

1.6 This background paper summarises relevant material and factors relating to:

the structure, evidence base and content of the local plan transport chapter ;

the transport policy portfolio supporting the land use, environmental and delivery

policies and proposals of the local plan

1.7 It is known during the plan period strategic proposals for enhancement of the national

and city regional transport infrastructure and service provision will be promoted and

have the potential to impact on the future local transport network and how Barnsley’s

residents and businesses access the national strategic transport networks. Amongst

these include:

high speed rail HS2 eastern leg including how its route and stations are integrated into local and strategic road, rail, bus and active travel networks

existing M1 and A1M motorway improved management and performance and

new south transpennine road and rail tunnel with possible extension of road links from the M1 across Barnsley either by new road or re-engineering of existing roads

future long distance rail franchises including Barnsley in their service timetables

1.8 However, as they do not provide the transport infrastructure or service context upon

which the local plan is predicated it is appropriate they are documented for

information in a supplementary transport background paper which can be updated

without distracting from the purpose of this paper as giving background to the

transport chapter and policies of the Local Plan.

1.9 Similarly there will also be local initiatives (see Infrastructure Delivery Plan) promoted

as part of fulfilling statutory highway authority responsibilities, implementing City

Region and the Barnsley Transport Strategy, upgrading rail franchise specification

etc. Amongst such initiatives will be:

enhancing rolling stock and performance of local and North of England rail services;

station improvements;

introducing innovative additions to the bus network such as bus rapid transit;

highway improvements;

fresh approaches to ticketing to overcome adverse impact of different fare and policy approaches between public transport operators and also different cross boundary regimes and

technological measures minimising adverse impacts from vehicles on the environment and

information technology assisting urban traffic control, public transport journey planning etc.

1.10 The local plan gives a supportive context for these initiatives where they progress sustainable development and transport. However, as they will largely be delivered outside of the local plan by individuals, transport operators, train and bus companies, highway authority etc then neither the local plan nor this background paper gives details of particular delivery programmes associated with such initiatives. If appropriate there may be references to such initiatives in the Infrastructure Delivery Plan accompanying the local plan.

2.0 The structure of the Local Plan transport chapter

2.1 The transport chapter progressively and summarily reviews relevant internal and external connectivity / transport issues. This provides a commentary on the transport policy and evidence based methodological framework of the Local Plan.

2.2 The initial part of the chapter identifies the high level accessibility issues and transport policy priorities including potential of currently disused infrastructure routes. Policies T1 and T2 set out the Local Plan perspective on strategic transport and the spatial strategy as set out in the Key Diagram.

2.3 The transport chapter then further reviews key practices and issues associated with sustainable transport and associated infrastructure as a support to policies SD1 and GD1. Policies T3, T4 and T5 give the policy framework for delivery of site proposals consistent with sustainable transport principles.

2.4 This structure for the chapter provides a transport policy framework for the Local Plan which promotes:

alignment of existing and future local sustainable transport investment priorities

consistent with and informed by the city region and national spatial and transport

strategies

spatial and operational integration of the existing transport infrastructure with

development proposals and also

a regard for sustainable transport principles and practices.

3.0 The evidence base for the Local Plan transport chapter

3.1 The evidence base for the transport policies includes awareness, knowledge of/

consistency with:

the existing regional and local built up area pattern (Accessibility Improvement

Zone cf to NOMIS Barnsley Dearne Valley Built Up Area BUA);

commuting patterns and cross boundary movement (eg 2011 Census Barnsley

Rail Vision evidence base April 2015, Mott MacDonald Employment Land April

2016);

existing public transport –core bus network – Barnsley Rail Vision - future

transport investment priorities (Highways England RIS, SCR / SYPTE /BMBC

plans) ;

national and city region transport and development policy / guidance frameworks

(NPPF, PPG, existing and emerging Transport for the North and, City Region

Transport Strategies);

highway traffic implications arising from traffic growth and local plan proposals

(Barnsley Transport Model)

duty to cooperate engagement with neighbouring local authorities and other

prescribed bodies (Duty to Cooperate Background Paper)

3.2 The Local Plan and its proposals are deliverable by way of:

existing infrastructure,

statutory responsibilities,

known investment commitments and also

Local Plan general, topic and site policies.

3.3 As stated earlier in the background paper Barnsley MBC is aware of and welcomes

emerging national transport initiatives such as HS2 as potentially helping to

accelerate the delivery and or add to the effectiveness of the Local Plan and its

policies. These initiatives and their associated studies will in the first instance further

inform and add to the Local Plan transport evidence base.

3.4 Appended to this background paper are summary details of key components of the

evidence and context base.

4.0 Content of the Local Plan transport chapter

4.1 The transport chapter describes and illustrates by way of text and diagrams (Local

Plan Figures 12.1, 12.2 and 12.3):

Barnsley’s transport challenges, current position and policy solutions

the internal and external connectivity framework of Barnsley as a context for

policy T1

the relationship of the spatial strategy to the existing key road and rail corridors

and also potential reinstatement of currently disused rail routes as safeguarded

for reinstatement by policy T2

accessibility corridor priorities as set out in T1

a policy framework for delivery of site proposals consistent with sustainable

transport principles as set out in policies T3, T4 and T5.

4.2 The suite of transport policies provides direction to the policies of the Local Plan as

regards the sustainable inter-relationship of transport, land use and the environment.

4.3 The emphasis on sustainable transport and favouring of active travel and public

transport over car use and particularly single occupancy car use has strongly

influenced steering the location of Local Plan housing allocations to and / or proximity

to:

• existing settlements (urban Barnsley and principal towns ie mainly Nomis

Barnsley Dearne Valley Built Up Area / Local Plan Accessibility Improvement

Zone)

• public transport corridors ( see appendix 5 Public Transport Core Bus Network

and Barnsley Rail Vision) and

• transport interchanges and railway stations (Barnsley Rail Vision).

Housing policy H6 Residential Development on Large Non-allocated Sites also

includes regard to public transport in the event of large windfall housing sites /

changes within the existing urban fabric.

4.4 Recent Government policy interest (DCLG Consultation on proposed changes to

national planning policy December 2015) in support for homes and employment

around transport hubs includes recognition that this will not only provide sustainable

development but also enable higher densities which in turn minimises the

unwarranted take up of land and efficient use of land as set out in Local Plan policy

H7 Housing Mix and Efficient Use of Land.

4.5 The requirement in T3 for Travel Plans and their emphasis on active travel and public

transport will support sustainable access to employment land generally and at

specific sites.

4.6 The land use -transport corridor approach of T1 is complemented by Policy G11

Green Infrastructure and its promotion of a corridor and network approach to

accessible multi-functional Green Infrastructure assets. This corridor approach of

G11 will also extend the availability and appeal of active travel options as alternative

to vehicular travel.

5. APPENDICES - Key components of the evidence and context base:

5.1 Appendix 1 – Transport for the North (TfN) Barnsley Strategic Centre (Nomis

Barnsley Built Up Area (BUA)) cf to Barnsley Local Plan Accessibility Improvement

Zone (AIZ) T1

5.2 Appendix 2 – The Barnsley Transport Model (T1 and T3)

5.3 Appendix 3 – The 2011 census commuting patterns (T1 and T3)

5.4 Appendix 4 – The Barnsley Transport Strategy (T1, T2, T3, T4 and T5)

5.5 Appendix 5 – Sustainable travel Core Bus Network and Barnsley Rail Vision (T1,

T2 and T3)

5.6 Appendix 6 – Sustainable travel footpaths and cycleways (T1, T2,T3, T4 and T5)

5.7 Appendix 7 – references from the Sheffield City Region Transport Strategy /

Sheffield City Region Integrated Infrastructure Plan (T1, T2 and T3)

5.8 Appendix 8 – summary table relating Local Plan transport policies to the NPPF

transport paragraphs (T1, T2, T3, T4 and T5)

5.9 Appendix 9 – Duty to Cooperate engagement on transport (T1, T2, T3, T4 and

T5)

Appendix 1 – Transport for the North (TfN) Barnsley Strategic Centre (Nomis Barnsley

Dearne Valley Built Up Area (BUA)) cf to Local Plan Accessibility Improvement Zone

(AIZ) T1

A1.1 The AIZ already has status in Barnsley’s local planning framework by way of its

inclusion in adopted Core Strategy policies and Key Diagram and the Local Plan retains the

AIZ.

A1.2 The AIZ in geographical terms is the area of the borough alongside and to the east of

the M1 motorway and contains the area identified by NOMIS as the Barnsley and Dearne

Valley Built Up Area (BUA)- see plan below and zoom in to the area between Leeds and

Sheffield. It is an area which includes the Sheffield-Barnsley-Wakefield-Leeds M1 and A61

road corridors and the Hallam and Dearne Valley line rail corridors as well as Local Plan

settlements urban Barnsley sub regional town and Cudworth, Goldthorpe, Hoyland, Royston

and Wombwell principal towns.

A1.3Transport for the North (TfN) in its emerging connectivity strategy and prioritisation

development work uses the NOMIS BUA mapping to identify those strategic settlements to

which priority will be given for TfN Northern Powerhouse Rail or TfN Local Strategic

Connectivity. Steer Davies Gleave in preliminary work (April 2016) for TfN has identified the

Barnsley Dearne Valley BUA ie Barnsley Local Plan AIZ as a strategic settlement in TfN

terms and the Sheffield-Barnsley-Leeds rail corridor (Hallam Line) as satisfying priority for

TfN supported early (2016-2020) local strategic connectivity enhancement.

A1.4 See Fig 2.2 page 14, Table 4.6 page 38 and Fig 5.2 page 44 of Strategic Local

Connectivity Steer Davies Gleave for Transport for the North (April 2016) for source of above

paragraph A1.3.

Appendix 2 – The Barnsley Transport Model T1and T3

A2.1This appendix has two parts:

a summary outline of transport models and hierarchy within Sheffield City Region

the key issues highlighted by the outputs and plots from the Barnsley Transport

Model

A2.2 AECOM have provided various modelling related support to Barnsley MBC (BMBC)

and the wider Sheffield City Region (SCR) in recent years. This part of appendix 2

summarises the types of models and work that have been carried out and how these have

been used to assist BMBC and SCR.

A2.3 In recent years, a number of models have been developed on behalf of BMBC and

Sheffield City Region. Each of these models varies in terms of the area covered, the level of

detail and the uses to which it can be put. The models generally fit within an overall “Model

Hierarchy” listed below.

Figure A2.1 Sheffield City Region (SCR) Modelling Hierarchy

Level and model name

Model description

Level 1 – FLUTE- SCR

This model is formulated to simulate the interactions between transport, land-use, population and employment over years or decades. In the context of SCR, this model covers the entire region and is used to understand likely land use in the future.

Level 2-SYSTM+SCR

South Yorkshire Strategic Transport Model (SYSTM+) is a strategic transport model initially covering the whole of South Yorkshire, later enhanced to cover the entire SCR. It is used for the development and assessment of transport interventions and planning scenarios with SCR-wide significance. It includes specific highway, public transport and demand models.

Level 3 Local Authority models. For Barnsley – the Barnsley Transport Model (BTM).

Each of the four separate Local Authorities in South Yorkshire is, represented by a transport model, including specific highway, public transport and demand elements. These models have higher geographic detail than SYSTM+ and are better suited for consideration of detailed transport interventions within the individual local authorities. They also - as with the Barnsley Transport Model - allow cumulative impacts of all sites on the highway network to be assessed.

Level 4 Micro-simulation models

Within each Local Authority Area, a number of more “ad-hoc” microsimulation models are developed used for the operational assessment of specific interventions at a local level. Typically, each of these models might cover no more than 5-10 junctions or be restricted to a tightly defined corridor or area.

Level 5 Local junction models

At a very detailed local level, local junction models, typically covering just one junction, are developed as required.

A2.4The models complement each other: however, there is no formal relationship between

them although, in many cases, outputs from one model may be used by other models (e.g.

outputs from the Level 3 models might be used as inputs to Level 4 models). Additionally the

Barnsley Transport Model by it providing assessment of cumulative impacts on the road

network complements the individual site allocation assessments by highways engineers as

to highway access.

A2.5The models discussed above have been used in a number of ways to assist BMBC and

other SCR stakeholders. Examples of this include:

• FLUTE – the FLUTE model has been used extensively for the purposes of

identifying and prioritising infrastructure schemes to be funded through the Sheffield

City Region Infrastructure Fund (SCRIF). This work continues as the FLUTE

programme develops.

• SYSTM+ - The SYSTM+ model forms a part of the FLUTE process but has

also been used “standalone”. It was used for the development and assessment of

SCR’s successful Local Sustainability Transport Fund (LSTF) programme in 2011

and to inform the development of SCR’s Transport Policy.

• Barnsley Transport Model (BTM) – BTM has been used for a number of

applications in Barnsley. As well as continued work to assist with the development of

the Local Plan, it was also used to assess and support the Business Case

development for the J36 Birdwell Junction scheme which was awarded SCRIF

funding in 2015.

• Microsimulation Models – a number of these models, typically using “VISSIM”

software have been developed on behalf of BMBC. Most notably, these models have

been used for the local operational assessment of corridors and groups of junctions

to understand the impacts of development proposals and develop mitigation options.

Many of the mitigation measures proposes for the upcoming SCRIF bid in the J37

area were developed using a microsimulation model of the area.

• Local junction models – a large number of local junction models have been

developed as required. Their use complements the use of microsimulation models

described above, being used to assess development impacts and develop mitigation

options.

A2.6 The SYSTM+ model is about to be updated. Additionally, Highways England are

currently developing a series of five “Regional Models”, together covering the entire country.

Two of these models, “Transpennine South” and “Midland” cover parts of SCR.

A2.7 Considering the development of the updated SYSTM+ model, it is intended that data

and outputs from the Highways England models will be used where possible as it is

recognised that the models should be compatible with one another where possible. This is of

particular relevance when considering SCR’s involvement in schemes of wider significance

with pan-Northern impacts e.g. Transpennine Tunnel.

A2.8 The full technical note and plots from the Barnsley Transport Model are separately

documented. The conclusions and next steps section of the technical note are as below:

An impact assessment was carried out to ascertain the combined impacts of

Barnsley Local Plan land use allocation on congestion and general traffic growth

within Barnsley and neighbouring local authorities. This was undertaken using the

Barnsley strategic transport models, to extract outputs from the base (2008) and

forecast (2033) years for the AM and PM peak periods. These were subsequently

plotted against a map of Local Plan sites to show where correlations existed between

site location, congestion and general traffic growth

The initial outcomes within the Barnsley Metropolitan Borough Council (BMBC) area

indicated that with full Local Plan delivery and no mitigation, congestion was

predominant at key points close to where sites had been allocated, most notably:

1. Adjacent to the M1 Junction 36 (Hoyland area/A6195 corridor)

2. Adjacent to the M1 Junction 37 (A628/A635 corridors to/from Barnsley town

centre)

3. Dearne Valley Parkway (A635 Cathill Rounadabout)

4. A635/A633 Stairfoot Roundabout

The effects of Local Plan traffic on major highways neighbouring the BMBC area

were also carried out using the strategic model. Whilst outside of the detailed model

area, the outputs were determined useful enough to give an indication of possible

issues. The presented plots showed the following cross-boundary routes may require

follow up assessment:

1. M1 motorway, between Junctions 35A to 38, particularly between Junctions 36 &

37

2. A6024, A6629, A635 to/from Kirklees

3. A6023 Manvers Way to/from Rotherham

4. A61 & A6135 to/from Sheffield

5. A61 to/from Wakefield

Follow up investigation of congestion points and cross-boundary routes could include

the following:

1. Determine the proportion of congestion accredited to Local Plan sites, as

opposed to general background traffic growth

2. Isolate the traffic determined to be of Local Plan origin by individual site (where

viable) to determine which developments exert the most influence on junction

performance

3. Carry out model sensitivity tests to mitigate congestion by either changing the

Local Plan site allocations and/or improving the highway network to

accommodate the additional traffic growth

A2.9 In A2.8 above it is important to appreciate the point made that the congestion points

were on the basis of full implementation of the Local Plan site allocations and with no

mitigation.

A2.10 However, as stated in A2.5 third bullet point the BTM and other more detailed

modelling has not only described the issues within Barnsley as at adjacent to M1J36 but also

developed solutions in conjunction with Highways England which have been successful in

receiving funding and are currently being implemented. Again at the fourth bullet point in

A2.5 the point is made that micro-simulation modelling of the network in the A628/A635

corridors to and from Barnsley centre is identifying solutions to be the subject of bids for

funding from the Sheffield City Region Infrastructure Fund. Barnsley and the Dearne Valley

corridor are priority areas for funding support from SCR.

A2.11 As regards the issues which require follow up either on the SRN within the borough

(M1J35A to M1J38) engagement with Highways England on their current route studies for

the Road Investment Strategy beyond 2020 is the opportunity being taken to clarify any

issue and promote appropriate mitigation. As regards possible issues on roads in Kirklees,

Wakefield, Rotherham and Sheffield continuing engagement on local planning and highway

activities including sharing model outputs of all local authorities will again clarify issues.

A2.12 The suite of transport policies will ensure that any development proposals arising from

Barnsley Borough will be progressed via a full prior transport assessment and consultation

so that any adverse impacts and their mitigation are identified.

Appendix 3 – The 2011 census commuting patterns (T1 and T3)

A3.1 Consideration of the 2011 Census results and commuting patterns has been

considered both from a jobs/ employment land and public transport viewpoint. There are

analysis diagrams and tables in the Mott MacDonald Employment Land study and also the

Barnsley Rail Vision baseline evidence. See below the diagram from the Mott MacDonald

study relating to out commuting.

A3.2 Housing related studies indicate a commuting ratio of approximately 1.20.

A3.3 The Local Plan has positive proposals being supported by investment from Sheffield

City region Investment Fund and other sources to greatly extend local employment

opportunities and reduce unwarranted out commuting.

A3.4 The transport policies of the Local Plan together with the investment in improving

sustainable transport options seek to reduce the level of out commuting by car. The potential

of rail to bring this about is documented in the Barnsley Rail Vision. For the reasons

summarised in appendix 5 below the use of rail for commuting is currently modest but as the

Barnsley Rail Vision outlines and emerging TfN rail prioritisation studies show there is

potential for ensuring that where commuting is warranted that by investment in the Sheffield-

Barnsley-Leeds rail corridor then it can be done in a more sustainable way than private car.

A3.4 Local Plan policies T1,T2, T3, T4 and T5 all have a positive part to play in reducing

unwarranted commuting by car and the Local Plan as a whole is seeking to reduce the level

of unnecessary out commuting.

Appendix 4 – The Barnsley Transport Strategy (T1, T2, T3, T4 and T5)

A4.1 This document (full text at ) identifies and prioritises interventions associated

with sustainable development to meet aspirations as set out in the Local Plan, the Jobs and

Business Plan, the Housing Strategy and the Economic Strategy.

A4.2 Many of the local accessibility and highway interventions will be delivered by the

Council, but we will also work with many organisations at a local, regional and national level

to deliver this strategy. These will encompass other local authorities, local community

groups, transport operators, health agencies, the South Yorkshire Passenger Transport

Executive, Local Enterprise Partnership, Sheffield City Region, Leeds City Region, Highways

England, Network Rail and Government Departments.

A4.3 The priority for transport investment is to support economic growth and to achieve a

safe, sustainable community. The Council will utilise funding from a variety of sources which

are needed to realise its ambitions supported by robust modelling and evidence base.

A4.4 Complementing the Sheffield City Region Spatial Transport Strategy, the vision for

Barnsley is that by 2033, Barnsley will have a transport network which is High Speed rail

ready and which provides the connectivity to drive economic growth and reduce carbon

emissions.

A4.5 The Transport strategy seeks to achieve by 2033:

• Enhanced connectivity to the international airports and ports serving the City

Regions;

• Improved connections between Barnsley, the city regions and other economic

centres especially Leeds, Manchester and London;

• A transport system that will meet the needs of businesses to access markets and

their supply chains;

• Well connected employment, recreation, social and housing locations;

• Connections to High Speed rail and the regional transport hubs;

• Targeted improvements that enable our road network to perform in the most effective

way.

A4.6 In partnership with regional partners and stakeholders, the Barnsley Transport

Strategy will identify and prioritise interventions associated with sustainable

development and transport corridors within Barnsley and externally to:

• Deliver the Barnsley Economic Strategy;

• Implement the Barnsley Local Plan Accessibility Priorities;

• Fully engage the Barnsley economy in the City Region, national and international

economies; and

• Deliver the Barnsley related transport, economic growth, social inclusion, health and

safety policies and associated investments of the National Planning Policy

Framework and the Sheffield/Leeds Regional Sustainable Transport Strategies.

A4.7 The Transport Strategy is aligned to the Local Plan and shares many of the same

goals and aspirations promoting sustainable travel and parking options for residents,

visitors, and businesses to employment locations, attractions, interchanges whilst

reducing the adverse impact on people and the environment.

A4.8 The interventions promoted by the Transport Strategy will reduce the need to travel,

but where travel is necessary to make it easier for people to move between home,

work, health, community and leisure facilities by walking, cycling or where necessary

by using public transport.

Appendix 5 – Sustainable travel Core Bus Network and Barnsley Rail Vision (T1, T2

and T3)

Bus

A5.1 The principal public transport mode in Barnsley is the bus. The hub of the Barnsley bus

network is Barnsley bus station which is alongside Barnsley railway station and together they

form the Barnsley Interchange.

A5.2 There is an extensive network of bus services especially within the AIZ (that part of the

borough alongside and east of the M1). Within that network a core bus network has been

identified by South Yorkshire PTE based on a plotting of bus stops having a frequency of

more than 6 buses per hour serving those stops. Figure A5.1 shows the core bus network

and also shown are the location of Barnsley’s ten railway stations and the corridor catchment

of the core bus network.

A5.3 Bus services do not have speed as their main criteria ie end to end journey times tend

to be long compared to car travel. The bus services operate essentially to connect Barnsley

Town Centre along radial routes to the neighbourhoods and principal towns and also provide

a ‘corridor’ service for destinations along the route to a frequency commensurate with

demand.

A5.4 Recent innovations have sought to give direct services between principal towns without

the journey involving changing at Barnsley town centre ie having services between

Cudworth-Grimethorpe and Wombwell. Other innovations have seen targeted limited stop

services with more direct route in order to reduce end to end journey times.

A5.5 Local Plan policies (T1 and T3) and site selection methodologies favour locating new

housing development in proximity to the core bus network to support further innovations

such that the bus can offer a realistic option to car travel. Also by coordinating the pattern of

active travel routes to support access to bus and rail services together with integrating bus

routes to serve railway stations it is intended to further improve the non car option for travel.

A5.6 The recent progress towards a formal Bus Partnership between bus operators, BMBC

and SYPTE offers the prospect of improved bus services and passenger experience.

Rail

A5.7.Until the last couple of decades of the twentieth century the Barnsley economy was

dominated by the coal industry. Servicing that industry was a pattern of colliery villages and

towns and an extensive network of railways. The railways were essentially for the

transporting of mined coal to fuel the industries and electricity generating stations of the

north of England and beyond.

A5.8 Railways in Barnsley were not associated with significant commuting as pit workers

lived in immediate proximity to the mines they worked in. Consequently in the re-

organisation of passenger railways in the 1960’s and 1970’s Barnsley lost a number of rail

routes and services – an important loss was the former North Midland line south of West

Green/Cudworth and stations such as Cudworth (T2).

A5.9 As the coal industry contracted so the railway network further reduced and

consequently railway services have not provided in a significant way the connectivity to

service Barnsley’s resident workers or businesses or figure strongly in the regeneration and

associated connectivity strategies.

A5.10 Investment in railways particularly in former coalfield areas has been modest and

passenger services are currently characterised by slow, infrequent services provided by

uncomfortable older rolling stock. However efforts have continued to retain the potential for

re-instatement of disused railways as support for and investment in both heavy rail, light rail

and dedicated bus rapid transit is increasing. Policy T2 continues the policy of seeking to

retain the potential of disused railways.

A5.11 There has been a change recently in the level of Government priority and support.

The current usage of rail by Barnsley residents and workers is still at a low level but there is

potential for rail to play a stronger role in Barnsley’s sustainable transport offer for local and

city regional journeys. Barnsley communities currently have access via 10 stations and rail

services serving the Leeds-Wakefield-Barnsley-Rotherham / Sheffield corridor and also the

Sheffield-Barnsley-Huddersfield corridor.

A5.12 As the Government itself have realised there is also the potential for those stations to

be stronger hubs and also enable people to have a lifestyle less dependent on the private

car with consequent potential for a reduced take up of land to service a car based lifestyle.

However, for those benefits to be secured requires an attractive and affordable rail offer and

also confidence of train operating companies that land use policies are supporting, by

locating development in proximity to railway stations, their ability to extend their customer

base. Consequently a Rail Vision has been prepared which objectively assesses the current

position and sets out by way of five route packages proposals by which the potential can

start to be realised.

A5.13 The Barnsley Rail Vision was completed in April 2015. It was intended to cover the

2015-2029 period and rail industry planning periods CP5, CP6 and CP7. It is a high level

vision which sets out conditional outputs and potential interventions that Barnsley MBC and

partners could either develop directly or support third parties to develop.

A5.14 The key elements of the ‘vision’ were set out as five ‘route packages’ and

interventions within the packages associated with:

• the Northern franchise Hallam and Penistone lines and passenger services

operating within Barnsley and or giving access to immediate neighbouring LAs

(ie Five Towns part of Wakefield District) as part of services originating from

either Leeds or Sheffield city centres

• Mass /bus rapid transit feasibility for access from and to Barnsley and

Rotherham, Doncaster and the Dearne Valley communities

• Station, rolling stock improvements for an improved passenger experience

A5.15 In April 2016 the Northern franchise was taken over by Arriva Rail North and the

franchise period runs until March 2025. The main benefits to Barnsley rail users arising from

the new franchise are commitments to improved rolling stock and access (largely via

Sheffield Meadowhall, Sheffield Midland and Leeds City stations) to faster intra and inter-

regional Arriva Northern services.

A5.16 The Barnsley Rail Vision has helped to ensure that stakeholders and rail interests are

aware that Barnsley takes seriously the maintenance and where possible enhancement of its

rail services.

A5.17 However, while and since the original vision work was being contemplated and

completed the Government and North of England stakeholders have made clear that they

are looking to a dramatic and imminent improvement in national and North of England rail

infrastructure and services. Some of the significant rail infrastructure project s that will affect

Barnsley are listed in the paragraphs below.

A5.18 High speed rail a) HS2 routed to east of Barnsley and the potential for a parkway

station to serve South Yorkshire and b) HS2 services to Sheffield Midland including

possibility for one service to run on to Barnsley

A.19 Potential Transport for the North (TfN)local strategic connectivity support for initiatives

maximising use of the Sheffield-Barnsley-Wakefield-Leeds rail corridor.

A5.20 Electrification programmes associated with the Midland Main Line and north beyond

Sheffield

A5.21 It will be important that Barnsley is able to promote by way of a regularly updated Rail

Vision full consideration of its rail service requirements and potential to national and

Transport for the North rail stakeholders. The Local Plan itself is also a source of support

and policies T1, T2, T3, T4 and T5 articulate a planning context for requirements and

enhancements.

A5.22 Additionally it is clear from recent government policy statements such as

https://www.gov.uk/government/news/regeneration-of-stations-set-to-deliver-thousands-of-

new-properties-and-jobs that national, regional and local rail investment is to have a

stronger association with housing and job provision. Barnsley communities have the

advantages of being directly linked to the various key Leeds-Sheffield rail corridor stations

and services.

A5.23 The Government are continuing their support (by way of awards from competitive

bids) for reinstatement / new stations associated with existing operational rail network. The

increased level of Government rail investment provides an opportunity to secure supportive

funding for Barnsley and its communities particularly those in the Barnsley Local Plan

Accessibility Improvement Zone.

A5.24 Closer working by Barnsley with neighbouring LAs and transport authorities will be

important. The Rail Vision baseline evidence highlighted the commuter flows between

Barnsley and Wakefield communities. Route Package 4 provides for continued collaborative

working with Wakefield MDC etc.

A5.25 The Barnsley Local Plan promotes a supportive local planning regime with positive

strategy, proposals and policies associated with the rail corridors and stations making it well

placed to deliver homes and jobs around railway stations and along public transport

corridors.

A5.26 Also recent years have seen car park developments associated with railway stations

to strengthen the Park and Ride role of stations and increase rail patronage. The Penistone

Community Rail Partnership is active in supporting rail use and appearance and use of

railway stations on the Penistone line. Arriva Rail North have committed to enhancing the

support to Community Rail Partnerships. Consequently any update to the Barnsley Rail

Vision will include reviewing the scope for further Community Rail Partnerships associated

with rail routes and stations in Barnsley.

A5.27 Scope of a Barnsley Rail Vision update

• set out the local context in the light of the new Northern franchise

• highlight Barnsley’s potential for national, TfN and city regional rail investment

• clearly set out the conditional outputs and potential interventions for directly

connecting the Barnsley communities into the national and regional rail network to

deliver its growth potential and enhanced contribution to the national and north of

England economies

• highlight the development potential of sites alongside railway stations together

with an enhanced community hub / Park &Ride role for stations as appropriate

and

• review the potential for reinstating former stations and or providing new stations

associated with the existing operational rail network

• assess opportunities for further development of Community Rail Partnership(s) in

Barnsley.

Appendix 6 – Sustainable travel footpaths and cycleways (T1, T2 T3,T4 and T5)

A6.1 The Barnsley Local Plan policies seek to both secure appropriate regard and

investment for promoting active travel by greater use of footpaths and cycleways and

also integrate any new infrastructure into the existing footpath and cycleway

networks. Equally where that current network, where it uses former disused railways,

may be affected by re-instatement of railways then any such re-instatement scheme

would also include provisions for replacing any affected active travel facilities.

A6.2 The current active travel network has benefited from the contraction of the rail

network which has enabled local and strategic trail networks such as the

TransPennine Trail to be established and also from new investment in secondary and

primary schools supported by ‘Safe Routes to School’ investments.

A6.3 Additionally recent growth in interest in road racing and other cycling sports / leisure

activities has promoted usage of existing facilities but has also increased the

importance of safety in using the highway as well as support for dedicated pedestrian

and cycle routes separate from vehicle road users.

A6.4 Active travel as with public transport and the integration of active travel with public

transport offers the potential to greatly reduce the demand for car usage and thereby

help to combat congestion and adverse impacts on health and the environment from

travel.

A6.5 The potential of active travel is indicated by diagrams below showing the public rights

of way and footpath / cycleway networks within Barnsley.

Appendix 7 – the Sheffield City Region Transport Strategy and the Sheffield City

Region Integrated Infrastructure Plan T1, T2 and T3.

A7.1 The full text of the Sheffield City Region (SCR) Transport Strategy can be found at

http://www.syltp.org.uk/documents/scrtransportstrategy.pdf It is intended to refresh

the strategy and Barnsley MBC will be a participant in that process. The Sheffield

City Region Integrated Infrastructure Plan can be found at

http://sheffieldcityregion.org.uk/wp-

content/uploads/2016/10/compressed_55234586.pdf

A7.2 This appendix seeks to summarily demonstrate that there is wider support for the

Barnsley Local Plan transport policies and that support will mobilise resources from a

wide range of national, TfN and city region stakeholders including bus and rail

operators to deliver meaningful progress on Local Plan policies T1, T2 and T3.

A7.3 The SCR Transport Strategy apart from consistency and compatibility between the

strategic policies of the Barnsley Local Plan and Barnsley Transport Strategy also

confirms spatial consistency by reference to the AIZ ie see included within the list of

SCR Transport Strategy policies - policy I and also Fig 2.2 ‘ The role of transport in

the Sheffield City Region’:

Policy I - To focus new development along key public transport corridors and in

places adjacent to existing shops and services

Fig.2.2 - Barnsley will enjoy its dual role in both SCR and the Leeds City Region.

Joint efforts by both City Regions will focus on investment in the Accessibility

Improvement Zone, for example by developing housing around railway stations.

A7.4 The four goals (emboldened below) and associated policies of the SCR strategy are

stated as:

Support the economic growth of SCR

A. To improve surface access to international gateways

B. To improve the reliability and resilience of the national road network using a range

of management measures

C. To promote efficient and sustainable means of freight distribution, while growing

SCR’s logistics sector

D. To improve rail services and access to stations, focusing on interventions that can

be delivered in the short term

E. To ensure SCR is served by High Speed Rail

F. To improve connectivity between major settlements

G. To deliver interventions required for development and regeneration

H. To develop high-quality public places

I. To focus new development along key public transport corridors and in places

adjacent to existing shops and services

J. To apply parking policies to promote efficient car use, while remaining sensitive to

the vulnerability of urban economies

K. To develop public transport that connects people to jobs and training in both

urban and rural areas

L. To reduce the amount of productive time lost on the strategic road network and

improve its resilience and reliability

M. To ensure our networks are well-maintained

• Enhance social inclusion and health the economic growth of SCR

N. To develop user-friendly public transport, covering all parts of SCR, with high

quality of integration between different modes

O. To ensure public transport is accessible to all

P. To work with operators to keep fares affordable, especially for travellers in need

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

Reduce emissions R. To work to improve the efficiency of all vehicles and reduce their carbon emissions S. To encourage active travel and develop high quality cycling and walking networks T. To provide information and travel advice for the users of all modes of transport, so

that they can make informed travel choices U. To support the generation of energy from renewable sources, and use energy in a

In a responsible way V. To improve air quality, especially in designated AQMA areas

• Maximise safety

W. To encourage safer road use and reduce casualties on our roads

X. To work with the Police to enforce traffic laws

Y. To focus safety efforts on vulnerable groups

Z. To improve safety and the perception of safety on public transport

A7.5 At page 9 and figure 2.2 ‘ The role of transport in the Sheffield City Region’ the SCR

Transport Strategy summarises the role of transport for Barnsley and the Dearne

Valley as ‘Improved passenger and freight links to neighbouring City Regions will

strengthen our economy and create new business opportunities. Barnsley will enjoy

its dual role in both SCR and the Leeds City Region. Joint efforts by both City

Regions will focus on investment in the Accessibility Improvement Zone, for example

by developing housing around railway stations. The Dearne Valley will benefit from

superb environmental quality and high quality of life through the application of its eco-

vision.’

A7.6 The recently published Sheffield City Region Integrated Infrastructure Plan includes a

number of policy statements of which support connectivity investment in and around

Barnsley.

Dearne Valley – Junction 36: Enhance the role of freight logistics in this key growth

area. Provide connections through the Dearne Valley to the proposed Trans Pennine

tunnel. Address the resilience risk that fluvial flooding poses to achieving strategic

access to the M1.

The Growth Areas and Urban Centres form a key focus of the SCR IIP. The SCR IIP

will evolve over time and therefore will account for the emergence of new important

economic areas that may have not been previously considered as growth zones.

SCR’s capital investment in two central pillars:

1. Spatial Packages – the integrated investment needs in our targeted growth

locations which includes seven Growth Areas plus the key Urban Centres across

SCR.

2. Network Plans – Issues that affect whole networks and are likely to support

growth in multiple locations, and include intra and inter connectivity issues.

Network plans are likely to have the largest agglomeration benefits and to

support the function of the whole economic geography; for example, a 21st

Century Mass Transit Network:

A7.7 The SCR IIP also has referenced particular issues that it would expect the spatial

package for Barnsley and the Dearne Valley corridor to address – consistency with

the Local Plan – relieve forecast delays on the A635 and A637 – encourage more

urban mobility though shifting modal share away from private car usage – improve

Hallam Line connectivity, journey times, passenger experience - Infrastructure to

support J37 Barnsley Urban Growth Area to deliver housing and employment growth

alongside a new link road. - Improve speed, frequency, reliability and quality of

services on Penistone Line. Upgrade stations and provide new P&R sites.

Appendix 8 – summary table relating Local Plan transport policies to the NPPF

transport paragraphs (T1, T2, T3, T4 and T5)

A8.1 This appendix summarily reviews the consistency of the Barnsley Local Plan policies

(supported as appropriate by Barnsley Transport Strategy and Sheffield City Region

Transport Strategy) in promoting sustainable transport consistent with the NPPF. The

review is in two parts:

• A review of the Local Plan spatial strategy and site selection including positive

proposals for mixed use

• A table listing paragraphs NPPF paragraphs 29 to 41 and providing comments

alongside as to how Local Plan policies T1 to T5 relate to the NPPF paragraphs.

A8.2 The Local Plan spatial strategy promotes policies for assessed development being

provided in urban Barnsley and principal towns.

A8.3 As described in appendix1 the majority of development is directed to settlements in

the Accessibility Improvement Zone (AIZ ) which itself is part of the Sheffield-

Barnsley-Wakefield-Leeds transport corridor as well as the core public transport

network for Barnsley as described in appendix 5. This spatial strategy provides

supportive context to deploying site selection methodologies for housing and

employment which emphasise ready access to public transport.

A8.4 The Local Plan positively includes mixed use proposals being developed with

partnerships and community engagement.

A8.5 Consequently in its spatial strategy, site selection methodologies and proposals for

mixed uses the Local Plan shows close regard to NPPF paragraphs 30, 34, 35, 37

and 38. The portfolio of transport policies reinforces the plans regard to those NPPF

paragraphs as well as addressing the particular role of transport in sustainable

development highlighted in NPPF paragraphs 29, 31, 32, 33, 34, 36, 39, 40 and 41.

A8.3 The table below provides the summary review of how the transport policies T1 to T5

relate to NPPF paragraphs 29 to 41.

NPPF paragraph references - Promoting Sustainable Transport Barnsley Local Plan (supported as appropriate by Barnsley Transport Strategy, SCR Transport Strategy and Sheffield City Region Integrated Infrastructure Plan) policy references consistent with NPPF paragraphs

29. Transport policies have an important role to play in facilitating sustainable development but also in contributing to wider sustainability and health objectives. Smarter use of technologies can reduce the need to travel. The transport system needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel. However, the Government recognises that different policies and measures will be required in different communities and opportunities to maximise sustainable transport solutions will vary from urban to rural areas

Local Plan policies T1 Accessibility priorities and T3 New Development and Sustainable Travel emphasise sustainable travel. Those Local Plan policies have support and compatibility with city region and emerging TfN policies and delivery programmes with partnerships and engagement of key stakeholders such as train and bus operators. Barnsley has an improving bus and rail offer with scope and prospect for significant enhancement.

30. Encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion. In preparing Local Plans, local planning authorities should therefore support a pattern of development which, where reasonable to do so, facilitates the use of sustainable modes of transport.

Local Plan policies T1 Accessibility priorities and T3 New Development and Sustainable Travel and T5 Reducing the impact of road travel - emphasise sustainable travel and support reductions in greenhouse emissions and congestion. Barnsley has an improving bus and rail offer with scope and prospect for significant enhancement and has a network of public rights of way, safe routes to school, long distance cycleways and footpaths to support active travel.

31. Local authorities should work with neighbouring authorities and transport providers to develop strategies for the provision of viable infrastructure necessary to support sustainable development, including large scale facilities such as rail freight interchanges, roadside facilities for motorists or transport investment necessary to support strategies for the growth of ports, airports or other major generators of travel demand in their areas. The primary function of roadside facilities for motorists should be to support the safety and welfare of the road user.

Barnsley is currently not connected on routes requiring major facilities such as rail freight interchanges. However, the Local Plan includes provision of major employment land allocations which are in proximity to emerging potential national and TfN proposals for associated with high speed rail (including possible HS2 South Yorkshire Parkway) and transpennine tunnel road and rail links including pan northern road links through Barnsley to Humber Ports. BMBC is a supportive participant in progressing those potential high level transport initiatives.

32. All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether: ● the opportunities for sustainable transport modes have been taken up

Policy T3 includes the requirement for transport assessments and Barnsley has the modelling tools available to ensure full impacts including cumulative ones are fully taken account of. The Local Plan policies are predicated on making the best use of existing infrastructure eg ensuring that new housing development is located

depending on the nature and location of the site, to reduce the need for major transport infrastructure; ● safe and suitable access to the site can be achieved for all people; and ● improvements can be undertaken within the transport network that cost-effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.

alongside public transport corridors and or in immediate proximity to interchanges and railway stations. Policy T5 provides for identification and mitigation of any hazards to safety..

33. When planning for ports, airports and airfields that are not subject to a separate national policy statement, plans should take account of their growth and role in serving business, leisure, training and emergency service needs. Plans should take account of this Framework as well as the principles set out in the relevant national policy statements and the Government Framework for UK Aviation.

In addition to engagement with stakeholders associated with delivering the accessibility priorities of T1 BMBC is a participant in the Doncaster Sheffield Airport Transport Forum and engages with airport masterplanning activities of both Leeds Bradford and Doncaster Sheffield airports.

34. Plans and decisions should ensure developments that generate significant movement are located where the need to travel will be minimised and the use of sustainable transport modes can be maximised. However this needs to take account of policies set out elsewhere in this Framework, particularly in rural areas.

The Local Plan policies look to significantly enhance local job and higher education opportunities to reduce out commuting. Additionally the housing allocation proposals emphasise sites in immediate proximity to public transport corridors. Alternative sustainable options to commuting by car have been identified by way of the Barnsley Rail vision and ongoing engagement with bus operators in the Barnsley Bus Partnership. Policies T1 and T3 support this.

35. Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people. Therefore, developments should be located and designed where practical to ● accommodate the efficient delivery of goods and supplies; ● give priority to pedestrian and cycle movements, and have access to high quality public transport facilities; ● create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where

Local Plan policies T1 Accessibility priorities and T3 New Development and Sustainable Travel emphasise sustainable travel. Those Local Plan policies have support and compatibility with city region and emerging TfN policies and delivery programmes with partnerships and engagement of key stakeholders such as train and bus operators. Barnsley has an improving bus and rail offer with scope and prospect for significant enhancement. Policy T3 includes the requirement for transport assessments and Barnsley has the modelling tools available to ensure full impacts including cumulative ones are fully taken account of. The Local Plan policies are predicated on making the best use of existing infrastructure eg ensuring that new

appropriate establishing home zones; ● incorporate facilities for charging plug-in and other ultra-low emission vehicles; and ● consider the needs of people with disabilities by all modes of transport.

housing development is located alongside public transport corridors and or in immediate proximity to interchanges and railway stations. The Barnsley Transport Strategy and SCR Transport Strategy have policies consistent with the Local Plan and also provisions for delivery of infrastructure such as charging plug-in etc facilities.

36. A key tool to facilitate this will be a Travel Plan. All developments which generate significant amounts of movement should be required to provide a Travel Plan.

Policy T3 includes the requirement for transport assessments and Barnsley has the modelling tools available to ensure full impacts including cumulative ones are fully taken account of. The Local Plan policies are predicated on making the best use of existing infrastructure eg ensuring that new housing development is located alongside public transport corridors and or in immediate proximity to interchanges and railway stations. Barnsley also has a track record and experience of ensuring travel plans associated with major developments eg the major Building Schools for the future programme included all secondary and primary schools having travel plans.

37. Planning policies should aim for a balance of land uses within their area so that people can be encouraged to minimise journey lengths for employment, shopping, leisure, education and other activities.

The Local Plan and its spatial strategy of focussing development in urban Barnsley and the Principal Towns follows this principle.

38. For larger scale residential developments in particular, planning policies should promote a mix of uses in order to provide opportunities to undertake day-to-day activities including work on site. Where practical, particularly within large-scale developments, key facilities such as primary schools and local shops should be located within walking distance of most properties.

The Local Plan mixed use sites provide for key facilities such as primary schools, convenience shops within walking distance.

39. If setting local parking standards for residential and non-residential development, local planning authorities should take into account: ●the accessibility of the development; ●the type, mix and use of development; the availability of and opportunities for public transport; ●local car ownership levels; and ●an overall need to reduce the use of high-emission vehicles

Barnsley has existing SPD on car parking etc and SPD activity.

40. Local authorities should seek to improve the quality of parking in A detailed study of Barnsley Town Centre parking is currently

town centres so that it is convenient, safe and secure, including appropriate provision for motorcycles. They should set appropriate parking charges that do not undermine the vitality of town centres. Parking enforcement should be proportionate.

underway and will inform strategies for provision and management.

41. Local planning authorities should identify and protect, where there is robust evidence, sites and routes which could be critical in developing infrastructure to widen transport choice.

Policy T2 provides for safeguarding of former railway lines and wil seek to ensure their potential for re-instatement as parts of heavy rail, mlight rail or bus rapid transit infrastructure is fully considered.

Appendix 9 – Duty to Cooperate engagement on transport -T1, T2, T3, T4 &T5

A9.1 The Duty to Cooperate Statement sets out the wider engagement on Barnsley Local

Plan issues. Traffic implications for neighbouring local authorities and bodies such as

Highways England have formed part of that engagement.

A9.2 Additionally Barnsley has been and continues to be an active participant in

engagement with bodies such as:

Highways England in its Route Studies underway to inform the post 2020 Road

Investment Strategy

HS2 in developing its proposals for the eastern leg of HS2 including a possible

Sheffield City Region in preparation and delivery of the Sheffield City Region

Integrated Infrastructure Plan

Leeds City Region in preparing its Integrated Infrastructure Plan

South Yorkshire PTE in its review of railway station facilities and future

infrastructure improvements

Transport for the North and its emerging local strategic connectivity priorities.

A9.3 In all these engagements the Barnsley Local Plan and its transport policies and

associated evidence base play an important part in ensuring the needs and potential

of Barnsley is fully considered.