1. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Road user charging: building a consensus The objectives of road pricing: sustainable land use Alan Wenban-Smith Urban & Regional Policy

2. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com sustainability Hard choices meeting our needs without compromising the ability of future generations to meet theirs Brundtland Or win-win? High and stable levels of economic growth and employment Social progress that meets the needs of everyone Effective protection of the environment Prudent use of natural resources ODPM For now: minimising travel; maximising low impact modes

3. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Achieving greater sustainability Reducing impact of travel: Lower impact travel modes; Technology – fuels, emissions, etc Management – traffic calming, etc Reducing need to travel: Substitution by IT Co-location of uses, inc higher densities, brownfield development (PPS13) Reducing propensity to travel: Pricing Changing patterns of activity

4. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Transport demand growth and land use Increased travel demand 1972/3-2002/3: Number of trips/head: +5% Total travel (person-km): +53% Average trip length (km): +47% Travel by car (person-km): +100% Implications: Travel increase not explained by development Road dominance increases locational choices from existing stock Dispersion of patterns of activity has increased dependency on road/car

5. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com land use Planning practice: land use = new build co-location reduces need to travel Transport behaviour: land-use = locational choices in whole stock pattern of activity generates propensity to travel

6. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Land-use change = new build New building adds about 1% per annum to housing stock 1 new house One event: little change

7. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Land-use change = locational choice (churn) Out of 100 houses, after a year : 90 have the same household 10 have changed hands 4 are vacant Changes in location 10 have moved house 4 have left area or died 5 new households set up 20 events: much change 1 new house

8. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Reducing travel: (i) co-location 20,000 100,000 workers Place A Place B 100,000 jobs 100,000 workers100,000 jobs 1. Baseline equal size places Commuting Net: Nil Gross: 40,000 102,500 jobs 102,500 workers 102,500 jobs 2.Co-location balanced development of 5000 jobs & houses 20,500 82,000 Net: Nil Gross: 41,000 82,000 80,000 00008 80% self containment 105,000 jobs 100,000 workers 105,000 workers 100,000 jobs 3.Unbalanced as above, but all jobs in A, all houses in B 18,000 23,000 82,000 (78%) Net: 5,000 Gross: 41,000 82,000 (82%)

9. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Reducing travel: (ii) influencing propensity to travel 102,500 jobs 102,500 workers 102,500 jobs 4. Demand management as above, but 15,375 Net: Nil Gross: 30,750 102,500 jobs 102,500 workers 102,500 jobs 2. Co-location 80% self-cont balanced development 20,500 82,000 Net: Nil Gross: 41,000 82,000 Place APlace B Commuting 5. Demand management 85% self-cont unbalanced development 105,000 jobs 100,000 workers 105,000 jobs 87,000 (87%) 87,000 (83%) 18,000 13,000 Net: 5,000 Gross: 31,000 87,125 85% self- containment

10. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Road pricing and sustainable land-use Potential of road pricing Influence on large-scale dynamics of locational choice Medium/longer term influence on propensity to travel Barriers to realising potential DfT focus on congestion discounts churn Over-pricing political problems (eg fuel protests) and/or damaging concessions (eg revenue neutrality) potentially anti-urban nature of congestion charging ODPM focus on new build discounts churn underplays role of existing stock in meeting needs directs investment towards growth areas, incentivising dispersal ignores potential of road pricing to support urban concentration and regeneration

11. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Are Sustainable Communities sustainable? For: Balanced development Heavy investment in public transport But: Longer distance commuting encouraged Other travel may become more car-dependent Pre-emption of infrastructure investment Regional imbalances reinforced

12. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Pricing and sustainable land- use: overcoming the barriers Recognise that: Co-location has only weak influence on travel behaviour The short-run effects of road pricing on congestion may be less important longer-run effects on locational choice Urban regeneration also influences locational choice - delivers economic, social and environmental benefits as well as congestion reduction Road pricing addresses regional disparity by sending signals about real costs of location in pressure areas Policy implications Devolve money-raising and spending to improve potential for integrating pricing and urban regeneration Guarantee additionality, and road pricing will help growth areas/regions address their infrastructure needs

13. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Pricing and sustainability: – a win/win? Economic growth: compact cities, exploiting agglomeration advantages, economic benefit of greater regional parity Social progress: reduce polarisation, counter exclusion, tackle transport poverty Environmental protection: lower emissions, less greenfield take Natural resources: less dependence on fossil fuels

14. The objectives of road pricing: sustainable land use Road user charging: building a consensus London 26 Oct 2005 Alan Wenban-Smith Urban & Regional Policy alanwenbansmith@pobox.com Conclusion The most effective transport policy could be land-use (=concentrating pattern of activity) The most effective land-use policy could be transport (=reducing propensity to travel) Therefore (really) integrate!