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ANNEX C
Mode Share Targets
C1.
MSTs are currently most commonly used in
travel plans, particularly for employment land uses. Wider
use of them is though encouraged, in particular for them to
be utilised for other land uses and in the development
management process. They should therefore be acknowledged
within local plans, transport strategies and development
management procedures.
C2.
MSTs need to be defined at the
appropriate regional/local level with individual
development proposal targets set within this context. At a
broad level
MSTs form one aspect of a transport
strategy. An overall
MST will be dependent on changes in
travel to existing development as well as new development.
These strategic
MSTs need to be directly translatable to
individual site
MSTs and therefore be realistic and
achievable.
C3. The achievement of
MSTs is influenced by differing local
characteristics. This means there will be differences
between and within local authority's
MSTs.
MSTs should take into account local
levels of transport accessibility, types of development and
car parking controls. They should also consider the
provision of amenities i.e. crèches, banks, level of local
retailing and fitness centres, the availability of
convenient and affordable public transport and existing
incentives and disincentives to influence travel
choice.
C4. Individual development proposals will derive
MSTs from the local authority's local
transport strategy. New development is likely to be only a
small proportion of total travel but this travel may be
easier to influence. As
MSTs may have a significant effect on
the shape and form of the development they should form a
vital part of the original development concept. The targets
should be set in ranges rather than absolutes.
C5. Discussions regarding
MST requirements are encouraged between
developers and appropriate local authority planners at an
early stage. This is particularly important where the
development is large or likely to generate significant
travel as it will avoid unnecessary work and potential
delays.
C6. The methodology for predicting
MSTs for a particular development should
consider the wider targets as noted above as well as the
following:
Site location and accessibility by different
modes
C7. In this context accessibility is site specific and
is calculated and expressed as an accessibility index.
Absolute accessibility measures are of little value in
assisting with the evaluation of
MSTs. Relative accessibility is a more
important measure that will influence the mode share at the
development.
Different trip making and mode share
characteristics of the proposed development
C8. Here mode choice characteristics are being used to
shape development content and mode share to meet a target.
This happens as negotiations on the development progress
and can be assessed relative to other similar developments.
In practical terms the policy will be to reduce car use
rather than meet individual non-car
MSTs.
Transport improvements to change underlying
accessibility
C9. Where a development proposal does not initially meet
its
MST there may be value in considering
improvements to transport services to change underlying
accessibility in such a way as to assist in meeting the
required target. Where improvements get close to achieving
the
MST it may be that additional measures
involving travel incentives and disincentives could prove
to be effective.
C10. Where they are implemented
MSTs should be comprehensible, robust
but simple to use and be capable of wide application to a
range of situations. They should be realistic and practical
in that they take account of what can be achieved in a
given context.
C11. Where the monitoring and review of
MSTs is to be done by the planning
authority, a charge for this could be included in a
planning agreement. Monitoring should be at regular
intervals, ideally every 2 years and for a minimum period
of 5 years. If
MSTs are included as part of the
planning consent in the form of a condition, the condition
must meet the necessary criteria of being reasonable etc.
so that it is enforceable.
C12. In practice Transport Working Parties have been set
up and Travel Co-ordinators have been appointed to set,
achieve and review
MSTs. They can oversee the targets in
which ever form they take, for example:
- Regional: e.g. employers in a region can work
towards a target for average vehicle ridership.
- Rule of Thumb: Targets that have been adopted from
a key piece of literature or advice, e.g 30% reduction
in single occupant car trips over 3 years.
- Site Based: Targets based on requirements,
characteristics and constraints of a site e.g lack of
parking availability.
- Transport Based: Targets based on local transport
circumstances, related to the desire to keep trip
generation below levels that will detrimentally effect
the local road network.
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