The way housing demand is met has considerable implications for future transport patterns. There have been significant developments in legislation, administrative procedures and central government policies which affect the interactions between land use and transport. The policies followed by local authorities will be of crucial importance. Further modifications are required in legislation and procedures before local authorities will be able to produce and implement effective plans which cover both all modes of transport and

the integration of transport, land use and air quality.

    Even in older  urban areas the growth of  car ownership  over the

last half century has given most of the population great flexibility in choosing where they live, work, shop and relax. The resulting dispersal of activities which had formerly been grouped together in a particular locality has been another major factor in increasing the distances people travel.

       The present procedures for planning transport systems and infrastructure have three main strands: the planning of trunk roads, for which the Highways Agency is responsible; planning by transport operators (train operating companies, other rail operators, bus operators, Regional Transport); transport policies and programmers which local highways authorities draw up and submit annually to central government as bids for capital funding.

      The division of the road network between trunk roads managed by the Highways  Agency  and  other  roads managed by the highways

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authority complicates considerably both planning of the transport system and integration of transport and land use. Trunk roads are outside the normal procedures for planning consent.

         To be environmentally sustainable, a transport system has to be planned in such a way that it will improve and protect air quality, reduce exposure to noise, reduce carbon dioxide emissions and contribute to the other environmental objectives. It will have to be integrated with land use planning. It will incorporate a quality public transport system which provides an integrated service. Policies towards private road transport will form a coherent whole with policies to promote public transport, cycling and walking.

         There will be other aspects that are appropriately carried out at      national level, such as regulation, co-ordination and enhancement of the national rail network. However we believe the primary focus for creation of an integrated transport system covering all modes of transport will be at local level. The recipe for success will differ from area to area depending on local circumstances. Local authorities are already responsible for traffic management and have functions in relation to public transport. They are also responsible for land use, air quality and other aspects of the environment such as noise. Only they have full knowledge of local circumstances, and provide a mechanism

for taking the necessary decisions in an accountable way.

     We believe  that  unitary  authorities and county councils should

be placed under the statutory duty ofassessing the transport system in their area and planning on a long-term basis for the creation of an integrated transport system. The assessment should cover both the effectiveness and efficiency of the transport system and all aspects of its environmental impact, in the light of national targets for environmental protection and related European Community legislation. It should include assessments of the potential roles of all modes of transport, including taxis, cycling and walking, and where appropriate detailed policies for their management and development over a 15-20 year period.

     Integrated transport plans must equally cover the regulation and management of private road transport. This aspect should extend not only to traffic management, parking policies and the possible introduction  of  road  pricing,   but  also  checks  on  compliance  with

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roadworthiness legislation as it relates to emissions and noise.

Exercises