Select Committee on Environment, Transport and Regional Affairs Appendices to the Minutes of Evidence




  1. Sustainable development requires a planned strategy for transport and land use. This is encouraged in Government Policy direction and specifically Planing Policy Guidance No. 13—Transport.

  2. High density development in urban areas around important public transport hubs and transport interchanges encourages effective use of existing public transport and provides the opportunity to "walk to work" and thus meet the aims of sustainable development.

  3 Government should introduce the concept of Transport Development Zones (TDZs) in urban areas around important public transport hubs and interchanges. Typically the extent of the zone would be about 200m from a local metro/bus interchange and around 400m from mainline railway terminus. Within the TDZs a substantial increase in the density of development would be permitted over and above existing development policies. The highest densities would be closest to the transport interchange. In return for the higher density, the developers would contribute to the improvement of public transport.

  4. The LB Hammersmith have introduced the accessibility concept in their Local Plan which is a first step towards a TDZ and gives us confidence it can be done.


  5. The extent of development densities permitted would be determined by the planning authority at the outset, in consultation with the transport authority, in determining a hierarchy of public transport notes and TDZs based upon need. The definition of new TDZs will take account of the capacity of the public transport system and plans to improve public transport.

  6. Creation of real choice in public transport provides the opportunity to reduce the use of the motor car and motor vehicles through maintenance and improvement of public transport. A significant amount of the necessary investment will have to be found from the private sector.

  7. New development arising within a TDZ would have to provide a contribution to public transport to the reasonable satisfaction of the planning authority. Otherwise the development permitted could not take advantage of the higher density allowance.

  8. TDZs would, therefore, create additional value which would be more available from the private sector for investment in public transport through planning agreements. In this way, the planning system would, to an extent, capture the value created by public transport though planning agreements. In this way, the planning system would, to an extent, capture the value created by public transport infrastructure.


  9. High density development will require high quality design. By their nature, urban areas within TDZs will include some Conservation Areas and Listed Buildings. Protection will be given to historic views of buildings of quality, but for the idea to work and to achieve good design greater flexibility is needed in the application of PPG15. Conservation policies must not be applied in a way which petrifies property and stifles good design and innovation.

  10. The key to future success in integrating land use and transport policies is to achieve the appropriate balance. In TDZs more weight would be given to achieving sustainable development policies concentrating development where existing or new public transport infrastructure is best able to serve occupiers. This provides an opportunity to reduce both use of the motor car and development of out of town sites.

  Consideration could also be given to transferable development right for heritage buildings within TDZs in a manner of similar to current practice adopted by cities in the USA and Australia.


  11. General Town Planning Policy Guidance is issued by the DETR. Implementation of policy is dealt with by local planning authorities often on an ad hoc basis and is influenced essentially by local pressures, local politics and local policies.

  12. Transport strategy by definition needs to cover a wider area than local authority boundaries. The impact of transport proposals is often felt over a much wider area.

  13. Transport authorities and agencies should produce strategic regional plans working together with the appropriate regional body, namely Regional Development Agencies and in London the Greater London Authority. This process should establish a framework for an Integrated Land Use and Transport Strategy including the location of TDZs.

  14. This Regional Strategy should then be incorporated into Local Plans and policies with TDZs created either by Regional Government or local planning authorities.

  15. The concept of TDZs and the above process should require no new legislation and could be introduced in new Government Guidance which expands and clarifies the broad sentiment already expressed in PPG13.

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Prepared 28 April 1999