Frequently asked questions (FAQs)

Kirklees Council and the West Yorkshire Combined Authority declared a Climate Emergency in 2019. The organisations are taking action to improve and protect our environment, including investing in active travel (walking and cycling). The scheme also aims to improve air quality in Huddersfield town centre, which is an Air Quality Management Area.

Currently active and sustainable travel use in Huddersfield is lower than national and regional averages, and this is in part due to lack of facilities. 

Improved access to Huddersfield Rail Station allows for people to easily move from the station to places they work, live and visit. The upgrade to the railway through Transpennine Route Upgrade will allow more people to access Huddersfield more easily. 

The scheme is also part of the Huddersfield Blueprint which aims to create a vibrant culture, thriving businesses and a great place to live. Upgrades to transport links play an important part in successful regeneration. 

The Huddersfield Rail Station Connections scheme forms part of the Transforming Cities Fund (TCF) to make it easier for people to walk, cycle and use the bus in and around Huddersfield town centre.

The aims of the scheme are:

• Support increased future rail demand through Huddersfield by improving sustainable station access
• Make it easier for people to choose walking, cycling and bus travel in Huddersfield town centre rather than car use
• Improve accessibility for people who walk or cycle in or around the town centre
• Create a town centre with better public spaces for people, supporting sustainable economic growth and investment

The scheme will contribute towards the outcomes of the TCF programme and will be measured by:

• Change in travel from car use to walking, cycling or bus
• Rail passenger satisfaction surveys
• Rail users accessing the station by foot or bike
• Use of cycle parking
• Proportion of journeys made by walking and cycling
• Air quality
• Footfall surveys
• Monitoring of safety, and perceived safety

The project team has developed a Monitoring and Evaluation Plan as part of the development of the Outline Business Case and will oversee monitoring of the scheme’s success. The results of this will be reported to the West Yorkshire Combined Authority and the Department for Transport.

The current proposals include:  

• Widened pavements
• Shortened and more direct crossings for people walking
• New crossings for people walking including zebra crossings
• New cycle lanes and tracks
• New cycle crossings
• Improved landscaping and environment
• Reduced speed limits for vehicles

The following will be progressed as they received a high level of support through the first stage consultation:

• More automatic ticket gates at the rail station
• Brighter and safer underpass beneath the ring road near Trinity Street
• Improved footpath and new cycle path at Brunswick Street

Funding of up to £16 million has been allocated to the Huddersfield Rail Station Connections scheme.

The scheme would be funded using £13 million from the West Yorkshire Combined Authority through the Transforming Cities Fund (TCF), and £3 million from Kirklees Council.

The funding can only be spent on transport schemes that promote accessible, attractive, and cleaner alternatives to car journeys. It cannot be spent on other priorities. 

Most of the money has been allocated to the West Yorkshire Combined Authority from Government for the Huddersfield Rail Station Connections scheme, which was chosen as it best fits the funding criteria. Local authority ‘match’ funding helps to secure TCF investment, which is why the council is making a financial contribution to the project.

The current proposals and options are based on conceptual drawings. The feedback from the public and stakeholders will be used to inform the Outline Business Case submission to the West Yorkshire Combined Authority. This is due to be submitted in February 2023, although is subject to change.

Following this, the project will still need to go through detailed design, Full Business Case and approval by Cabinet before work begins on site.

We will develop detailed designs as part of the Full Business Case submission to the West Yorkshire Combined Authority. The provisional date for the submission is November 2023, although this may be subject to change.

The current aim is to start work on site around March 2024. However, this is subject to approval from the West Yorkshire Combined Authority’s assurance process and Kirklees Council’s Cabinet.

Completion will depend on several factors, including Network Rail’s Transpennine Route Upgrade and other construction work in Huddersfield town centre. The council will seek to minimise any disruption that the Huddersfield Rail Station Connections TCF scheme may cause to town centre streets.

The increasing inflation rates mean that it is currently not certain that all scheme proposals could be built within the available budget. The works would be subject to contractors’ tenders, and if the submissions mean the total costs exceed the allocated budget, Kirklees Council and the West Yorkshire Combined Authority would need to review which proposals will be delivered. The review will be subject to decisions by the Combined Authority and the council’s Cabinet.

With these aims, the Huddersfield Rail Station Connections project will complement the Huddersfield Blueprint. Although journey patterns have changed since the outbreak of Covid-19, new housing and employment growth means we anticipate increased demand for travel. The changes we are proposing will help encourage more travel by walking, cycling, bus and rail.

Our plans will also complement two other projects in the TCF programme:

• Better Connected Stations – construction was recently completed on making it safer and easier for people to travel on foot between the bus and rail stations, while also improving cycle routes
• Transforming Huddersfield Bus Station – In 2021 we consulted on proposals for the building and its surroundings, including an improved interior, better accessibility and upgraded entrances

Reducing the speed limit in Northumberland Street from 30mph to 20mph should make it safer for people cycling to share road space with vehicles. Guidance from the Department for Transport says that where vehicle traffic levels are light and speeds are low, people cycling are likely to be able to cycle on-road in mixed traffic. Slower vehicle speeds should also make it safer for people walking to cross the street. The new speed limit would be achieved by signs, raised junctions, and a zebra crossing where people walking have priority.

The two lanes would each be reduced in width to 3.1 metres. Department for Transport guidance says that lane widths should be less than 3.2 metres for safe cycling in mixed traffic, and 3.0 metres is the absolute minimum for bus routes. Reducing the road width would allow pavements to be widened, particularly along the south side of the street to provide more space for people walking and to add trees and sustainable drainage. It would also shorten the distance that people walking or cycling need to cross the street.

The proposals have been designed to meet legislation and regulations on accessibility, health and safety and other similar requirements. Dropped kerbs would be provided at crossing points to assist mobility impaired users. Tactile paving and traffic lights with audible signals would help the visually impaired. The plans would also follow the council’s dementia friendly design guide in respect of outdoor spaces and walking routes, public transport, and parking. In Northumberland Street, we are proposing to create new disabled parking in the bay outside Dugdale’s, to improve access to businesses and housing nearby.

The pavement along the north side is presently wider than the south side. The proposal to widen the south side would make it a similar width. Trees absorb carbon dioxide and provide shade for people walking. The landscape design, with careful choice of tree types and sizes, and low height plants, would help to retain important views of buildings listed for their architectural and historic interest.

The sustainable drainage system, or SuDs for short, would take rainwater from the road and pavements to help reduce the risk of flooding at times of heavy rainfall, and to re-use the water to nourish the trees and plants.

Northumberland Street is a busy bus route. Keeping the street two-way means that all existing inbound and outbound bus services can be accommodated. There is one bus stop on the street, 'P2 Northumberland Street' outside the former Post Office, which serves buses coming into the town centre from Leeds Road, and the Free Town Bus circular. The bus stop will remain.

Northumberland Street is a route for cars and other vehicles travelling between the station car parks and either Leeds Road or the ring road at Southgate. All currently permitted moves for vehicles will continue, but with some detailed alterations to help make the street and junctions safer for people walking or cycling. At the bottom of Northumberland Street, the left-turn slip road from Southgate into Northumberland Street would be removed, but vehicles would then be able to turn left at the traffic lights. The two outbound lanes from Northumberland Street would be reduced from two to one, but all moves (straight ahead, and left and right turns) would still be allowed.

There is currently a bay outside Dugdale’s and the student housing on the north side of the street for pay and display parking. Since the closure of the Post Office on the opposite side of the street, demand for this type of parking may have reduced here. The proposal would remove existing pay and display parking, with the loss of around five spaces. Making the bay smaller would increase space for people walking. Its use would change to loading and disabled parking to improve access to businesses and housing.

The proposed changes to the road and junctions have been designed to allow for the sizes of vans and lorries that are currently able to use the street. The change to part of the bay outside Dugdale’s from parking to loading would help to serve local businesses and residents.

The speed limit in John William Street, between Northumberland Street and Brook Street, and up to and along Wood Street, would be reduced from 30mph to 20mph. This should make it safer for people cycling to share the road with vehicles. Guidance from the Department for Transport says that where vehicle traffic levels are light and speeds are low, people cycling are likely to be able to cycle on-road in mixed traffic. Slower vehicle speeds should also make it safer for people walking to cross the street. The new speed limit would be achieved by signs, raised junctions, and zebra crossings in John William Street and the end of Viaduct Street where people walking and cycling would have priority. The speed limit would remain at 30 mph in the rest of John William Street, between Brook Street and Fitzwilliam Street, where a segregated two-way cycle track is proposed.

The road width would be reduced by removing the central hatched area. This would allow the pavement to be widened along both sides of the street to provide more space for people walking and to add trees and sustainable drainage. It would also shorten the distance that people walking or cycling need to cross the street. 

The lane widths would generally remain as existing, in the most part between 3.7 and 4 metres. At their narrowest, on the approach to the junction with Northumberland Street, the lane widths would stay between 3 and 3.1 meters. Here the three inbound lanes would be reduced to two, by keeping the right-turn lane into Railway Street and combining the straight ahead with the left turn into Northumberland Street in the other lane. This will reduce the distance for people to walk across John William Street at this point.

The proposals have been designed to meet legislation and regulations on accessibility, health and safety and other similar requirements. Dropped kerbs would be provided at crossing points to assist mobility impaired users. Tactile paving and traffic lights with audible signals would help the visually impaired. The plans would also follow the council’s dementia friendly design guide in respect of outdoor spaces and walking routes, public transport, and parking. In John William Street, we are proposing to create new disabled parking in the bay outside the Istanbul Restaurant to improve access to businesses and housing nearby.

Removing the central hatched area narrows the road and creates enough space to widen the pavements on both sides of John William Street. The landscape design, with careful choice of tree types and sizes, and low height plants, would help to retain important views of buildings listed for their architectural and historic interest. Widening the pavement on the west side would allow the bus shelter to be moved away from the retaining wall, where the space for people walking in currently narrow. On the east side, the widening could offer potential for the bars and restaurants to open out to the pavement, subject to businesses applying for and obtaining planning permissions and street trading licences.

The sustainable drainage system (SuDs for short) would take rainwater from the road and pavements to help reduce the risk of flooding at times of heavy rainfall, and to re-use the water to nourish the trees and plants.

A two-way segregated cycle track would be created along the east side of John William Street, between Brook Street and the junction with Fitzwilliam Street where it would join with similar provision proposed in St John’s Road (Area 2). The existing outbound cycle lane at the western end of Viaduct Street would remain advisory as it crosses the Tesco delivery entrance. The lane would connect to the proposed two-way cycle track along John William Street.  

From Brook Street to Northumberland Street, experienced and confident people cycling may continue with other traffic in the 20mph zone along John William Street, the most direct route to and from the rail station.  People cycling would have the choice to use a way-marked cycling route between Empire House and Northumberland Street, along the quieter Brook Street and Wood Street where the speed limit would also be 20mph.

To anticipate changes required for the new Market project, Wood Street would be made one-way for vehicles, becoming south-bound only with entry from Brook Street. People cycling could travel in both directions, mixing with other traffic southwards and moving north towards Empire House in a contra-flow lane.

Wood Street could be resurfaced for smoother cycling. From there, people cycling could turn left at Northumberland Street to approach the rail station or turn right into Byram Street to continue along the town centre cycle route.

John William Street is a busy bus route with services in both directions, and the existing bus stops which would remain. The outbound bus stop on the west side at stand J4 'Rail Bridge-Huddersfield Open Market' would keep its existing shelter - which would be moved away from the wall - or have a replacement shelter in the new position. The inbound stop on the east side at 'J5 Chilli Lounge-Huddersfield Open Market' would remain in its current location on a pavement build-out.

The taxi rank outside Williams Beer & Gin House at 68 John William Street provides space for three taxis and acts as both a feeder to the taxi rank near McDonalds and Market Place, and overspill when the ranks in St George’s Square are busy or are displaced for events. No change is proposed.

To accommodate the two-way segregated cycle track, some pay and display parking would be removed from John William Street, on the east side (right-hand going out of town) beneath the railway viaduct and outside Empire House. A further parking space would be lost on the west side opposite to accommodate a new tree. The overall loss would be around 12 pay and display spaces. Alternative car parking is available nearby at Bath Street, Brook Street, Fitzwilliam Street, Lord Street, St Peter’s Street, Viaduct Street and Wood Street. There would be new dedicated disabled parking in the bay outside the Istanbul Restaurant, close to businesses and housing.

Existing provision for loading on double yellow lines would be removed from outside Empire House to fit in the cycle track. Replacement loading facilities would be made nearby, outside the Istanbul Restaurant at 72-76 John William Street, by converting to loading part of the bay that currently has double yellow lines. A new loading bay would also be created on the opposite side of the street near the George Hotel. Wood Street, which serves businesses and housing to both sides, would become one-way south-bound with entry from Brook Street. Delivery lorries are currently able to reach the Tesco superstore in Viaduct Street from both John William Street and the slip road off the ring road (Castlegate). The proposal to make the section of Viaduct Street, between Fitzwilliam Street and John William Street, one-way (out only) means that lorries could approach Tesco only from the ring road via the slip road and exit into John William Street. Vans would be able to access businesses in the viaduct arches from the slip road and in both directions via Fitzwilliam Street.

The biggest benefit to people walking would be the changes to the junction of St John’s Road and the ring road (Castlegate). The total number of lanes people cross would stay the same, but the widest section would reduce from four to three with a new island added in between. The existing central refuge in the ring road would also be doubled in width. These improvements would make it a more pleasant and safer route for walking between the town centre, the retail and industrial parks and Birkby. The changes would also improve the route between the rail station and Cambridge Road car park.

The proposals have been designed to meet legislation and regulations on accessibility, health and safety and other similar requirements. Dropped kerbs and tactile paving would be provided at proposed crossing points to assist people who need them. Traffic lights with audible signals would help visually impaired people. The plans would also follow the Council’s dementia friendly design guide in respect of outdoor spaces and walking routes, public transport, and parking.

A new two-way segregated cycle track would continue the track planned for John William Street (Area 1b), extending the facility from Fitzwilliam Street to Beck Road. The track would run along the east side of St John’s Road to the ring road (Castlegate) where a signal-controlled crossing would take people cycling safely to Oxford Street. From there, the track would continue alongside the street via an existing crossing point to the eastern entrance at the retail and industrial parks. The route would then follow an existing section of the National Cycle Network, which has advisory cycle lanes on both sides of Beck Road to Willow Lane. Where space is limited, at some junctions and sections of pavement, there would be shared use by people walking or cycling.

St John’s Road north of the ring road junction narrows. The widths of road lanes and pavements are limited, and the volumes and types of traffic including buses and heavy goods vehicles (HGVs) means any cycle lanes or track should be segregated. This would require reducing the number of vehicle lanes from three to two, combining all moves from Birkby into a single lane – left towards Bradford Road, Leeds Road, and Wakefield Road, right towards Halifax Road and Manchester Road, and straight ahead to the town centre. Losing one lane here would lead to excessive queuing at peak times. The proposed route for people cycling along Oxford Street is less direct but would be mostly segregated and still reach the existing cycling provision in Beck Road. More experienced and confident users of bikes may choose to continue along St John’s Road in mixed traffic.

The only bus stop affected by the scheme proposals is 'St John’s Road Clare Hill' opposite the western entrance to Beck Road and the retail and industrial parks. This bus stop would be moved a short distance northward away from the entrance, improving road safety for people crossing St John’s Road.

The existing left turn for vehicles from the ring road towards the town centre would be removed to accommodate the two-way cycle track. The left turn is not used much at present, and other opportunities to turn left from the ring road at Northumberland Street (Area 1a) and Viaduct Street to join John William Street (Area 1b) would remain. In St John’s Road, the number of outbound lanes between Fitzwilliam Street and Bath Street would be reduced from two to one so that changes can be made for the right turn from the ring road into town. The slip road would be reinstated to two lanes along its length, but changed to two-way traffic, allowing the improvements proposed for people crossing the ring road.

The new cycle track along Oxford Street would go through existing landscaped areas. The detailed design of the route through the triangle of land to the east side of the street and the landscaping to the retail park to the west, would seek to avoid existing trees. There would be some loss of grass and low-height planting, but the objective would be to keep the losses to a minimum.

Most of the land required for the proposals is within the boundaries of the highway or other land owned by the council. A small area of land off Oxford Street near the eastern entrance to Beck Road is a landscaped area owned by the property owner of the retail park. This area of landscaping is required to build the two-way cycle track, and the council would seek to reach a mutually acceptable agreement with the owner.

There are presently advisory cycle lanes on each side of Trinity Street west of the junction with the ring road (Castlegate) and recently completed provision between the rail and bus stations along St George’s Street to New North Parade, across the Westgate/Trinity Street junction and in to Upperhead Row. 

The proposals for Trinity Street would provide a new segregated two-way cycle track, 2.5 metres wide, connecting New North Parade with Greenhead Road. It would pass St Patrick’s Catholic Centre and New North Road Baptist Church on the north side, cross the ring road, Trinity Street and the slip road, and continue on the south side as far as the junction with Greenhead Road.

From the existing downhill advisory lane, a new section of segregated cycle lane would connect to the two-way cycle track on the north side of Trinity Street.

Advisory cycle lanes currently run along the sides of Trinity Street to the entrance to Greenhead Park at the end of Park Avenue. Proposals are being drawn up, in a complementary scheme for the A629 Halifax Road phase 4, to create an additional cycling route along Greenhead Road to Greenhead College and from there along Park Avenue to the park entrance. The A629 scheme is being progressed to a further business case stage but will not be delivered until further funding becomes available.

The walking route along the south side of Trinity Street, between Henry Street and Greenhead Road, and which carries high numbers between the bus station and Greenhead College, will be improved for ease and safety. By removing one vehicle lane at the junction going north, the distance for people to walk across the ring road will be shortened. A new zebra crossing will be provided across the end of the slip road.    

The new cycle track would involve reducing the width of the pavement on the less-used north side of Trinity Street near the Catholic Centre and Baptist Church (currently between 3.3 and 3.6 metres) to a new width of between 1.85 and 2 metres. The proposed pavements widths are within acceptable design standards.

A new signal-controlled crossing to the north side of the ring road junction would provide an additional walking route, to cater for people travelling between the rail station, Greenhead College, and the Trinity One development (on the former Kirklees College site). This should help to spread the volumes at peak times of people who currently use the crossing on the south side. 

The proposals have been designed to meet legislation and regulations on accessibility, health and safety and other similar requirements. Dropped kerbs would be provided at crossing points to assist people who need them. Tactile paving and traffic lights with audible signals would help the visually impaired. The plans would also follow the council’s dementia friendly design guide in respect of outdoor spaces and walking routes, public transport, and parking.

Although a new surface crossing of the ring road is proposed on the north side of the ring road junction, the underpass that runs below is planned for retention and upgrade. The cost of its infilling is likely to be similar to the cost of upgrading, and it would offer additional capacity for when the Trinity One development is completed.

One vehicle lane going north will be removed from the ring road at the junction with Trinity Street. By reducing the lanes from three to two at the junction, the existing crossing for people walking across the ring road will be shortened.  

The left-hand slip lane will remain, but with the addition of a zebra crossing where it joins Trinity Street to improve road safety. An adjoining crossing for people cycling will give priority over vehicles.

The right-turn lane east into Trinity Street towards the bus station and the rest of the town centre would also stay. To fit in the cycle track on the north side, the central reservation in this section of Trinity Street would be realigned to maximise the extent of two lanes inbound and keep the three lanes outbound (dedicated to straight ahead, right turn and left turn) to the ring road. Tracking of the design shows that buses and heavy goods vehicles would continue to be accommodated.

Removing one lane from the ring road south of the junction will enable a further change on the north side. The stop line where the left-hand slip lane from Trinity Street meets the ring road can be removed, allowing vehicles to safely join the left-side lane. Traffic travelling from the main junction will continue in the middle and right-side lanes of the ring road.

It is estimated TCF will:

• Improve journeys by bus, rail, bike and on foot for up to 1.5 million people
• Take up to 12 million car trips per year off our roads by 2036
• Make 33 million rail journeys easier by improvements to rail stations
• Increase bus, rail, and walking and cycling trips by up to 6%, 4% and 7% respectively by 2036
• Reduce CO2 emissions by up to 1.5% / 15,000 tonnes from car travel by 2036
• Create more than 1,000 jobs and add up to £1 billion to the economy by 2036
• Support connectivity to 650 housing sites and 220 employment sites

Providing an accessible, attractive and cleaner alternative to car journeys is at the heart of Leeds City Region’s Transforming Cities Fund (TCF) - a major new programme of transport infrastructure investment secured as part of the West Yorkshire devolution deal.

The programme will be funded through £317 million from the Department for Transport (DfT) plus local match funding of up to £140 million.  

In partnership with local authorities, the Combined Authority will deliver transformational infrastructure, which will dramatically improve people’s access to walking, cycling and public transport.

It is estimated TCF schemes will improve journeys by bus, rail, bike and on foot for up to 1.5 million people, take up to 12 million car trips per year off our roads and reduce CO2 emissions from car travel by up to 15,000 tonnes by 2036.  

Communities across Bradford, Calderdale, Craven, Harrogate, Kirklees, Leeds, Selby, Wakefield and York are set to benefit from the schemes, which include new or improved bus and rail stations, cycling and walking infrastructure, and new Park and Rides

The programme will deliver:

• two new Park & Rides
• one new rail station
• four new foot and cycle bridges
• six new or improved bus stations and interchange hubs
• new high quality cycle routes along six corridors
• bus priority along six key bus routes to create more reliable and faster bus journey times
• 800 new cycle parking spaces
• seven improvements to Rail Station Gateways
• new Real Time Information and improved passenger experience across the network.  

The Combined Authority is working in partnership with local authority colleagues from Bradford, Calderdale, Craven, Harrogate, Kirklees, Leeds, North Yorkshire, Selby, Wakefield and York councils on the TCF programme.

It is estimated TCF will:

• improve journeys by bus, rail, bike and on foot for up to 1.5 million people
• take up to 12 million car trips per year off our roads by 2036
• make 33 million rail journeys easier by improvements to rail stations
• increase bus, rail, and walking and cycling trips by up to 6%, 4% and 7% respectively by 2036
• reduce CO2 emissions by up to 1.5% / 15,000 tonnes from car travel by 2036
• create more than 1,000 jobs and add up to £1 billion to the economy by 2036
• support connectivity to 650 housing sites and 220 employment sites

As part of the West Yorkshire devolution deal, the Combined Authority secured £317 million from the DfT’s TCF programme to deliver schemes in the low-cost scenario.

Since then, the Combined Authority has approved the use of future gain share funding, alongside other income streams, to deliver the high-cost scenario up to an additional £140 million.  

This additional funding will help us deliver more transport improvements, which will benefit communities across West Yorkshire. 

This work is more important than ever, not only as we look to address the health and economic challenges of the COVID-19 pandemic, but also in helping us achieve our aim of becoming a net zero carbon economy by 2038.

We need to reduce car trips by 21% and increase cycling trips by 2,000%, walking trips by 78%, bus strips by 39% and rail trips by 53% if we are to achieve our ambitious net zero targets in this time frame. 

The programme will connect people to economic and education opportunities through accessible, affordable, attractive and cleaner transport, boosting productivity and helping to create healthier and happier communities for the future.  

Building on the significant progress already made, we are working in partnership to make it easier for people to walk, cycle and use public transport.

Communities across Bradford, Calderdale, Craven, Harrogate, Kirklees, Leeds, Selby, Wakefield and York are set to benefit from the schemes, which include new or improved bus and rail stations, cycling and walking infrastructure, and new Park and Rides.

The programme is focused on connecting people in the communities of greatest economic need with job and training opportunities.  This will, in turn, help boost productivity, living standards and air quality.   

There are 22 packages of schemes, comprising of 35 individual projects, within the overall programme. Different schemes are at different stages, right through from the development of business cases and designs, to gearing up for public consultation, to some projects with work under construction. For example, the Halifax Bus Station redevelopment has already started on site, and construction has begun on some parts of the earlier phase of the Leeds City Centre Cycling Improvements scheme. Find out more information at www.westyorks-ca.gov.uk/TCF

The schemes funded through the DfT need to be delivered by spring 2023, with schemes financed by local match funding being delivered beyond these timescales.

To date, there has been minimal impact of the programme as a result of COVID-19.  The majority of the projects are at the early stages of development and much of the work required can be carried out virtually.   As the schemes move to the next stage of delivery, we will continue to monitor the impact and identify any risks to delivery.  

We are also looking at best practice ways of delivering public consultations and engagement activity to ensure all members of the community get the opportunity to have their say on TCF schemes during COVID-19.  

The full implications of COVID-19 on the region, the economy and the transport system are still to be understood and the impact on the Combined Authority’s programmes and schemes to date has been mixed. 

We are working closely with our local authority partners at every level of our appraisal process to ensure delivery timescales have taken into account the current issues and that each scheme is stress tested to ensure its ongoing viability. 

In the wake of COVID-19 it is more important than ever to assess the changes to the landscapes of our towns and cities, and the impact on current and future planned schemes, particularly, but not exclusively, those relating to transport. 

The impact of COVID-19 in relation to travel behaviour into and around towns and cities is assessed as part of each scheme’s appraisal. 

While public transport patronage is currently lower than pre COVID-19 levels, it remains a priority to invest in public transport infrastructure to both help with economic recovery and to have the required infrastructure in place to respond to an increase in demand post-COVID-19. 

A range of options are being developed as part of each business case to determine the best scheme, which will include a range of options up to the high-cost scenario.

As part of the devolution deal, the Combined Authority secured £317 million from the DfT’s TCF to deliver schemes in the low-cost scenario.

Since then, the Combined Authority has approved the use of future gain share funding, alongside other income streams, to deliver the high-cost scenario up to £140 million. 

It will build on the significant investment already made through the Combined Authority’s other programmes, such as the West Yorkshire-plus Transport Fund, Connecting Leeds and CityConnect.

Many of the TCF schemes provide enhancements or extensions to the projects being delivered through these programmes, helping to spread the benefits across a wider geography.  

The programme is focused on connecting people in the communities of greatest economic need with job and training opportunities.  This will, in turn, help boost productivity, living standards and air quality. 

For more information about the West Yorkshire-plus Transport Fund visit westyorks-ca.gov.uk/projects/west-yorkshire-plus-transport-fund 

For more information about Connecting Leeds visit leeds.gov.uk/parking-roads-and-travel/connecting-leeds-and-transforming-travel 

For more information about CityConnect visit cyclecityconnect.co.uk 

Find out more information about the Transforming Cities Fund programme at westyorks-ca.gov.uk/TCF

Public consultation and engagement activities are scheduled to take place in 2021.  

Details of the TCF consultations can be found at www.yourvoice.westyorks-ca.gov.uk.  You can get in touch with the Combined Authority’s Consultation and Engagement team via YourVoice@westyorks-ca.gov.uk, 0113 245 7676 or Freepost CONSULTATION TEAM (WYCA).  Please note that, due to the COVID-19 crisis, the majority of the Combined Authority’s staff are working from home and there will therefore be significant delays in receiving any postal contributions. If you can, please contact the team using another method to ensure a quick response.

The bid was led by the West Yorkshire Combined Authority in partnership with the 10 local authorities across the Leeds City Region. It was developed in two stages, with a Strategic Outline Business Case (SOBC) submitted to the DfT in June 2019. The final bid was submitted to the DfT in November 2019. The bid documents can be found at westyorks-ca.gov.uk/TCF

The bid was developed in partnership with local authorities across the Leeds City Region, including Bradford, Calderdale, Craven, Harrogate, Kirklees, Leeds, North Yorkshire, Selby, Wakefield and York. The bid was also co-developed with the DfT, which provided feedback on the plans as they emerged.  In line with other Mayoral Combined Authorities, we are required to feedback on the progress of the programme’s delivery.  

The programme is focused on connecting people in the communities of greatest economic need with job and training opportunities.  This will, in turn, help boost productivity, living standards and air quality. 

As part of the bidding process, the Combined Authority was asked to develop a series of schemes, which could be delivered under three different cost scenarios (low, core and high).   Each scheme needed to meet the Combined Authority’s priorities, as well as objectives set out by the DfT, such as reducing carbon emissions, and increasing capacity for commuters with better access to employment centres, especially from disadvantaged communities. 

Schemes put forward by local authorities were scored against the objectives before being reviewed as a programme.  Once agreement had been reached between local authority and Combined Authority officers, the programme was signed off by each of the leaders, as well as members of the Combined Authority’s Transport Committee.