Local Sustainable Transport Fund
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| Local Sustainable Transport Fund | |
|---|---|
| Name | Local Sustainable Transport Fund |
| Established | 2011 |
| Dissolved | 2015 |
| Jurisdiction | United Kingdom |
| Parent agency | Department for Transport |
| Budget | £600 million |
Local Sustainable Transport Fund The Local Sustainable Transport Fund was a United Kingdom initiative launched in 2011 to support low‑carbon transport projects, promote sustainable development, and reduce congestion in urban and rural areas. Designed as a competitive grant programme administered by the Department for Transport, it aimed to complement national programmes such as the Cycling England legacy and the Green Investment Bank remit by directing capital to local authorities, combined county council areas, and multi‑authority partnerships. The Fund linked to broader policy instruments including the Localism Act 2011, Transport Investment Strategy, and regional strategies informed by bodies like Transport for London and Highways Agency.
Background and objectives
The Fund emerged amid fiscal tightening following the 2010 United Kingdom general election and the subsequent Coalition government settlement that prioritized efficiency in public spending. Its objectives reflected commitments in the Climate Change Act 2008, the UK Carbon Plan, and the National Planning Policy Framework to reduce greenhouse gas emissions and support active travel modes. Targets included shifting modal share toward walking, cycling, and public transport networks; improving access to employment hubs, healthcare sites, and education institutions; and stimulating local economic growth consistent with Local Enterprise Partnership priorities and Regional Strategic Economic Plan goals. The Fund’s scope intersected with devolved arrangements involving the Scottish Government, Welsh Government, and Northern Ireland Executive in cross‑jurisdictional projects.
Funding and administration
Funding was allocated through bidding rounds, with a total commitment of approximately £600 million over multiple years, drawn from the HM Treasury allocation managed by the Department for Transport. Administration combined national oversight with delivery via local authoritys, combined authorities such as the Greater Manchester Combined Authority, and statutory bodies like Transport for Greater Manchester and Merseytravel. The Fund’s appraisal and business case requirements referenced standards used by Network Rail, Highways England, and Homes and Communities Agency project evaluations, requiring alignment with The Green Book guidance and cost–benefit frameworks similar to those applied in Crossrail and High Speed 2 planning. Governance arrangements involved panel assessments drawing on expertise from Sustrans, Campaign for Better Transport, and academics linked to University College London and the Institute for Transport Studies at the University of Leeds.
Eligible projects and criteria
Eligible projects covered a mix of infrastructure and behavioral interventions: cycle lane construction and secure parking supported by organisations like British Cycling and Cycling UK; bus priority corridors interfacing with operators such as Stagecoach Group and Arriva plc; demand management pilots coordinated with London Boroughs models; and travel planning programs for employers including NHS trusts and University of Oxford colleges. Criteria assessed applications on modal shift potential, carbon reduction consistent with Committee on Climate Change advice, value for money measured against Transport Analysis Guidance standards, and deliverability within funding timetables used by entities like Local Government Association and Society of Chief Officers of Transportation in Scotland (SCOTS). Projects often required match funding from sources such as European Regional Development Fund streams, Heritage Lottery Fund compliments for active travel routes, or private sector contributions from firms like Skanska and Balfour Beatty.
Implementation and delivery
Delivery models combined capital works procurement under frameworks used by Crown Commercial Service and project management approaches informed by Association for Project Management principles. Local delivery entailed partnerships between city councils, transport operators, health bodies such as Public Health England, and community groups including Living Streets and Cycle Campaigns in cities like Bristol, Leeds, Birmingham, and Newcastle upon Tyne. Monitoring relied on indicators paralleling those from Department for Environment, Food and Rural Affairs air quality metrics and Office for National Statistics travel to work statistics. Techniques such as automatic traffic counts, Integrated Transport Block style surveys, and tools from Transport Research Laboratory were widely used, with contractual delivery overseen by procurement specialists from firms like AECOM and Arup.
Impact and evaluation
Independent and internal evaluations examined outcomes on modal shift, emissions, and economic impacts. Case studies from London Borough of Islington, Sheffield City Region, and Nottingham City Council reported increased cycling levels, improved bus punctuality, and localized air quality gains measured against Air Quality Strategy baselines. Academic assessments by researchers at University of Westminster and Imperial College London used quasi‑experimental designs and cost‑benefit analysis reflecting National Institute for Health and Care Excellence guidance on active travel health benefits. Reports indicated varied return on investment across projects, with high performing schemes demonstrating alignment with Local Plan objectives and low performing schemes constrained by issues documented by the National Audit Office.
Criticisms and controversies
Criticism targeted the Fund’s competitive bidding process, perceived short funding cycles, and the administrative burden similar to concerns raised in inquiries involving the House of Commons Transport Committee. Smaller authorities and rural areas argued that the emphasis on urban bids disadvantaged counties like Cornwall and Cumbria, echoing debates involving Local Government Association representatives. Questions arose over monitoring rigor and attribution of outcomes versus wider trends noted by analysts from Institute for Government and New Economics Foundation. Some projects attracted controversy over procurement practices and contractor performance, prompting scrutiny comparable to cases involving Crossrail cost overruns and prompting calls for lessons from the Public Accounts Committee.