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Chapter 13: Measures to Reduce the Need for Travel
13.1 The consultation stated:
We need to ensure that we reduce the need for travel wherever possible, by ensuring that thought is given to where people live and where they need to get to. Where travel is still required, it should be made easy to get to places on foot or by bike first of all, failing which public transport should be easily accessible. This is a cornerstone of our planning policy already. Development plans are prepared with early regard to transport infrastructure, services and objectives, and are required to indicate clearly where new development necessitates new transport investment. Policy in SPP17 requires that new developments are easy and pleasant to access by foot or on bike, and that Travel Plans are an integral part of the assessment process for new development.
The consultation asked:
Q51: What more, if anything, needs to be done to ensure that transport considerations are taken into account in location decision, for example of health services and schools?
In total, 115 respondents (37%) addressed this question.
A common response was to agree that there are problems with public transport access to some current services with a few respondents citing local examples. The problem was seen as having been exacerbated by the trend to centralise services (Rep Org, CTG), with a Best Value emphasis ( LA) and other financial incentives tending to work against easy transport access ( LA).
A few consultees reported that land use planning was already taking transport considerations into account through structure and local plans and the development control process ( LA, LA, RTP).
Several other potential ways of addressing the problem were identified by respondents. These are summarised below.
13.1.1 Taking Transport Issues into Consideration at an Early Planning Stage
A recurring theme to emerge from consultees from a range of sectors was that transport should be considered from the planning stages of new developments. It was recommended by many consultees that a consideration of public transport access should be made a condition of planning consent. Suggestions were made for Community Planning Partnerships ( LA) or Community Health Partnerships (Oth PB) to play a role in ensuring transport issues are incorporated into plans.
Two respondents advocated the involvement of functional local transport forums, with representation of all stakeholders, in ensuring transport has been considered in new developments (Oth PB, Oth PB).
One contrasting view was that transport should not be an early consideration as the current services could easily change prior to any development being completed. Instead, it was argued that the location should be chosen based on other considerations and transport then directed to ensure accessibility ( LA).
13.1.2 Assessments of Transport Accessibility
Another common theme was that any new development should require some form of systematic assessment of its accessibility by public transport. A few consultees suggested that accessibility planning should be undertaken to identify the suitability of locations ( LA, LA, LA). Others advocated mandatory Travel Plans (Rep Org, Rep Org, Bus, Oth PB, Vol, Acad, EB/ ST) or "walkability" studies of the areas around new schools ( EB/ ST, Oth PB). Accessibility audits were suggested (Acad, Rep Org) or impact assessments ( LA, Oth PB, Oth PB, Rep Org).
13.1.3 Oppose Centralisation
A recurring comment was to oppose what was seen as a trend to centralise services which was seen as exacerbating transport accessibility problems. One respondent urged that the Scottish Executive exert influence to stem this trend (Pub). Another recommended the banning of new supermarkets and other large scale retail developments over a certain size ( EB/ ST). A call was made for the Government to compensate service providers for the additional costs incurred by delivering services locally (Bus). One respondent urged that community hospitals be preserved and no further dormitory estates be built (Pub).
13.1.4 Other Ways to Address the Problem
Many respondents (largely local authorities) recommended the further integration of land-use and transport policy. Several of these authorities and Regional Transport Partnerships highlighted the need for SPP17 and PAN 75 to be followed more closely with some suggesting that their guidance by made mandatory. One consultee called for a new planning note on the issue of accessibility of services (Bus). Others advocated more guidance at national planning policy level ( LA, LA).
It was argued that there should be more rigid enforcement of planning regulations regarding transport (Pub, Oth PB), with the public sector leading the way by example ( LA, Acad). Greater use of best practice examples was recommended ( LA). Calls were made for developers to be required to subsidise public transport to their developments ( LA, Rep Org).
One view was that there should be changes made to fiscal policy in order to ensure that there were economic benefits in locating services in accessible places ( LA).
13.2 The consultation stated:
The broadband strategy aims to deliver affordable broadband access in Scotland and encourage its use. On 29 December 2005, the Executive met its target of delivering basic broadband to every community. This was achieved through the enabling of (uncommercial) telephone exchanges, under a contract with BT. With broadband technology, it is significantly easier to telework, which potentially contributes to traffic reduction/reduced congestion by reducing commuting and business travel throughout the day. We have commissioned research on the potential benefits of e-working.
There is a significant potential role for employers in making alternatives to travel (or peak time travel) a reality for their employees. Flexible and home working arrangements can be beneficial to individuals' work-life balance which can have real knock-on benefits to the employer - and congestion and pollution could potentially be much reduced.
The consultation asked:
Q52: What contribution can broadband and flexible working practices make to reducing individuals' need to travel? What else should be done to reduce the need to travel?
In total, 99 respondents (32%) addressed this question.
There was much support from consultees to the contribution which they considered that broadband and flexible working practices had already made to reduce the need to travel. Many suggested that there was much more potential to go down these routes and that the Scottish Executive should continue to support such developments and encourage home working.
A recurring comment was that the Scottish Executive and other public bodies should lead by example. One consultee remarked:
" The Scottish Executive will need to walk the talk" ( CTG)
One suggestion was for the Scottish Executive to disseminate good practice examples of broadband and flexible working practices which reduced the need to travel ( LA).
Most commentary focused on flexible working hours which respondents considered could follow many different formats such as employees working 4 day weeks ( LA, LA) or 9 day fortnights ( LA). Flexible working was seen as reducing peaks and troughs in work travel ( LA), although one disadvantage identified was that car sharing was more difficult to arrange under this regime (Rep Org). A related suggestion was for staggered start times for schools to avoid congestion and to enable school buses to be shared (Rep Org, Tr Op).
Many consultees (largely local authorities) identified videoconferencing as having much potential to reduce the need to travel. Others favoured the decentralisation of workplaces ( LA, LA, LA, Rep Org), and much greater support for satellite office working and work centres (Bus, Pub).
A few respondents highlighted what they saw as the benefits of home deliveries and internet shopping for reducing the need to travel ( LA, LA, LA, RTP). Two consultees considered that telemedicine could contribute to this (Bus, Oth PB). One respondent described developments in enabling digital access to national museum collections (Oth PB).
In contrast to these comments, were those of respondents who outlined perceived limits and barriers to the development of more home working. It was commented that some jobs such as those in manufacturing would always require travel (Pub, Bus). A recurring theme was that evidence suggested that home workers actually undertook more in the way of leisure and shopping trips. One concern was that the rise in home deliveries entailed more vans on the road ( LA, Bus). One respondent suggested that although home working was seen as a panacea by some:
" there is also evidence of it leading to further dispersion and hence it could even increase car dependence in the longer term" ( EB/ ST)
Several respondents highlighted the limits to broadband in some areas and argued that some areas of Scotland still required access to higher quality and affordable broadband and Wi-Fi technology ( LA, EC, Oth PB, Rep Org, Bus).
The need to change attitudes relating to home working was raised. It was considered that much should be done to " promote the 'work from home' ethos" (Pub) amongst employers ( EC, Rep Org). The view of one consultee was that home working signalled the start of a career decline (Pub). Two respondents suggested that tax incentives may help to encourage employees to work from home (Pub, Bus).
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