3. Transport

3.1 Most people now agree that current transport trends are unsustainable in some important respects and this view is supported in recent reports, for example by the Royal Commission on Environmental Pollution⁶, by the Government Panel⁷, and by the CBI⁸.

3.2 The Government's forecast growth in road traffic (60-100% by 2025) would have serious consequences, for example on air pollution, carbon dioxide emissions and noise levels; on land use, landscape and wildlife habitats; and on pedestrians and other road users. Unsustainability is also apparent in terms of traffic levels. Already on many routes journey times have been lengthened or made unpredictable by congestion.

3.3 There would be economic, environmental and social gains from decoupling economic development from increased road travel, before these adverse effects become critical. With that in mind, the Round Table identified three complementary projects on different aspects of surface transport:

• defining a sustainable transport sector;

• freight transport; and

• a City-Region project.

Defining a sustainable transport sector

3.4 This project is mainly concerned to define a framework for transport policies that would be consistent with sustainable development and take into account all aspects of transport, including environmental and social impacts as well as the need for economic development and for UK business to be competitive. The framework will be used to develop broad policy goals which can direct a sustainable transport strategy. Together the framework and goals will then be used to identify priorities for action.

3.5 Much of the preparatory work on this study is now complete and the Round Table plans to publish its initial conclusions and recommendations later this year.

Freight transport

3.6 Over the last 30 years, the total tonnage of goods carried in Britain has remained broadly unchanged. At the same time, there has been a rapid increase in tonne kilometres, mainly as a result of a rise in the average length of freight trips by road. Road transport has become the predominant mode, reflecting its flexibility and cost advantages. Although a smaller number of distribution depots, and the introduction of "just in time" deliveries, have tended to increase firms' transport costs, these increases are more than offset by other savings. Forecasts are for the growth in lorry traffic to continue. Similar trends are apparent in other industrialised countries.

3.7 In its study, the Round Table chose to concentrate on measures that could be taken in the near future to reduce the impact of freight transport, rather than on measures to control traffic growth itself. Its recommendations therefore are largely concerned with the enforcement and strengthening of existing road freight regulations on such matters as overloading, roadworthiness, drivers' hours, and operator licensing; economic instruments, including taxes on both lorries and fuels; and good practice, especially to reduce the proportion of lorries running empty. The Round Table believes that if implemented, these recommendations should help to reduce the environmental damage from the transport of freight.

3.8 The full text of the Round Table's initial report on freight published in January 1996 is set out in Section II. The recommendations made were as follows:

City-Region project

3.9 Most journeys are local - three quarters are of less than five miles. In cities and larger towns, concentrations of people making increasing numbers of journeys cause congestion and poor air quality. The Round Table decided to work with the local authorities and other local interests in one British City-Region to identify opportunities for, and obstacles to implementing a sustainable transport policy.

3.10 Thirty local authority areas put themselves forward to work with the Round Table on this in-depth study. This excellent response reflects the widespread concern among local authorities about the urgency of making progress towards sustainable transport patterns. It also enabled the Round Table to consider a wide range of types of area for its study. In November 1995, the decision was announced to choose the Northampton area for the project. As well as its existing transport needs, the current Structure Plan requires Northampton to provide for substantial new development, and an increase in population, over the next few years. The challenge is to do so without the environmental damage that would result from a further rise in car journeys.

3.11 Round Table members visited Northampton in December 1995 to see the area and for discussions with elected members and officers of the County and Borough Councils. By providing an extensive road network, Northampton has so far been relatively successful in absorbing new development and an increasing population without major traffic congestion. There have also been initiatives to improve the attractiveness of the town centre and reduce traffic there. On the other hand, developments on the outskirts of the town are heavily car-dependent; there are shortcomings in public transport; and there is little cycling in the town. In these respects, Northampton is typical of many urban areas in the UK.

3.12 A major constraint to developing new solutions is the need to persuade local people and businesses that change is required, and that reliance on the car is neither necessary nor in the best long-term interests of Northampton.

3.13 There are also external factors. Some of these are the result of current Government policies, for example bus deregulation; others arise because of the high priority given to the economic development of the town. This is relevant, for example, when considering car parking charges, and when negotiating with developers and employers who are considering whether to locate in Northampton or elsewhere.

3.14 This project will continue until the end of 1996.

Intermodal transport

3.15 In taking forward the three transport projects set out above, the Round Table has become increasingly aware of the need for good links between different modes of transport, and for consideration to be based on integrated journeys rather than on travel by one mode of transport.

3.16 In October 1995, the Department of the Environment and the Department of Transport produced guidance to support Planning Policy Guidance Note 13 on transport and land use planning⁹. The Round Table saw an extract of this guidance in draft and considered that it took insufficient account of the importance of intermodal transfers when allocating uses for land at transport interchanges. The guidance was modified as a result of the Round Table's representations.