Public Transport in Towns and Cities

Lord Best Excerpts

Monday 17th April 2023 Grand Committee

[Lord Best (CB)]

My Lords, as a member of the Built Environment Committee, I pay tribute to our clerks; to our previous chair, the noble Baroness, Lady Neville-Rolfe, for her leadership; and to the current chair, the noble Lord, Lord Moylan, for his stimulating overview of our report today. Like so many Select Committee outputs from your Lordships’ House, this report presents a cross-party, balanced, evidence-based case for sensible changes to current government policy.

I draw attention to the last of our committee’s five key recommendations. The noble Lord, Lord Shipley, also drew attention to it. We recommended that the Government should formally link local transport plans with local authorities’ local plans covering new development across their areas. The committee found that transport planning and local planning were seldom sufficiently integrated, and, for example, homes were frequently being built without access to public transport.

In contrast to many other countries, our planning system does not have an objective of ensuring that additional housing is produced where the density of population will make public transport systems more viable. By opting for out-of-town new estates of low-rise houses—even if they are closely packed together—typical new developments in the UK create poorly served settlements which depend on private cars for journeys to work, school, shops and facilities. The Centre for Cities cited the comparison between Leeds and Marseille, which

“have a similar population, but 87 per cent of people can reach the centre of Marseille in 30 minutes by public transport, compared with 38 per cent in Leeds”—

well under half the amount in Marseille.

A 2018 report by Transport for New Homes reviewed 20 urban extensions and found that few were being built with links to public transport. As the Oxford University Commission on Creating Healthy Cities, which I was pleased to chair, noted in 2022:

“Local Planning Authorities have a key role in resisting applications for new developments on suburban greenfield sites that depend upon every house-hold owning at least one car”.


In the Built Environment Committee’s earlier report on meeting housing demand, we noted the opportunities to undertake major residential developments on land around railway stations, creating connections to city centres. It is obviously vastly better for the environment, and for meeting targets for net-zero carbon emissions, to plan for new housing estates to be linked by decent, regular bus services to the neighbouring towns and cities that provide facilities, shops and employment. Reliance on private cars takes us in the wrong direction for meeting climate change imperatives.

The West of England Combined Authority published a strategy last month stating that car use in the region needs to reduce by 40%—a huge drop—if net zero climate targets are to be met by 2030. Congested roads with their pollution from traffic are not only bad for the planet and for health and well-being but a waste of time and energy for commuters, contributing to poor productivity.

Car-dependent new housing estates also prohibit the creation of intergenerational communities. Older people who cannot or do not want to drive cannot live alongside younger households because there is no easy access to amenities—the GP’s surgery, pubs, parks, et cetera. The master planning of each development can make a difference too. For example, Derwenthorpe, on the east side of York, comprises 550 new homes, which are knitted into the fabric of the city through both active travel—an excellent Sustrans cycle lane—and public transport. The developer, the Joseph Rowntree Housing Trust, has worked with the local bus company to bring a regular service through the new estate to the city centre and to encourage the habit of using public transport and taking the bus. A free bus pass for one year has been offered to new residents and around one in 10 has made full use of this facility.

My favourite takeaway from this excellent committee report, therefore, is its conclusion that councils’ local plans—“local development plans” in the terms of the Levelling-up and Regeneration Bill—need to be formulated side by side with local transport plans. The Government responded to this recommendation by telling us that the Department for Transport is consulting on guidance setting out how transport authorities should engage proactively and positively with local planning authorities. Will the Minister update us on progress with this guidance?

New homes will be in the wrong places if public transport accessibility is overlooked and transport plans will miss opportunities for viable services if new housing developments are ignored. Bringing the two together will make for the healthy, environmentally friendly, age-friendly, productive and inclusive communities we all need. I commend the report.