Secondly, there needs to be confidence that the transport evidence will stand up to scrutiny. We’ve researched transport outcomes from developments around the world and have developed a tool, called the Mode Shift Model, that embeds this in the Transport Assessment process. This approach has been battle-hardened through EiP and used with a range of stakeholders, including National Highways.
Finally, with a vision-led approach, the design effort is usually front-loaded – you need to know early on what you will do differently to achieve the vision and only test the residual highway impacts once mode shift is baked in. A side benefit of this is that you can convince key stakeholders (i.e. transport and highway officers, National Highways) of your intentions by showing them upfront how you will achieve different outcomes. This approach does not require more time or more money – it just requires the effort to be focused differently. Investing the effort upfront gives more assured outcomes.
A clear emerging theme here is that the best outcomes are rarely delivered by thinking about transport in isolation. The INTS should set out a framework for how transport and land-use planning should be better integrated, with a focus on the types of places and outcomes we want to see and with government funding aligned appropriately. If some of the ideas above at the national, regional and local level are realised we might begin to see better places delivered more consistently.
Experts team Sustainable development
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