Targets

Targets will need to align to, and support, the vision-led approach articulated in the transport assessment (or transport statement) and travel plan. It is noted that vision-led planning has an emphasis on scenarios based on uncertainties. The travel plan should therefore be clear on the scenario for which the targets relate, uncertainties, and linkages to any wider ‘monitor and manage’ strategy.

Primary targets

The primary target within a travel plan should usually be based around the (multi-modal) trip generation values set out in the development’s transport assessment or transport statement (i.e. on which the local highway authority is judging the acceptability of the development’s traffic impact). 

The (vehicular) trip generation values given in the transport assessment should be considered as maximum values and the target (vehicular) trip generation values in the travel plan should be lower than that which would be expected from a development without a travel plan. This is best presented as two tables, so that the difference can be clearly shown. A target reduction of 10% (percentage points) of vehicular trips will typically be required. Note: where a development includes off-site infrastructure to support sustainable transport modes, then the travel plan should be clear as to the degree that this infrastructure will facilitate modal choice, and how the travel plan will then maximise these choices.

Mode split targets will not normally be accepted as a primary target. This is because mode split targets form a weaker linkage to the assumptions contained in a transport assessment, and 2021 census ‘journey to work’ data was collected during the Covid19 pandemic (and is therefore not recommended for use without caution). 

If a mode-split target is put forward for a particular development (rather than a trip generation based target), then the travel plan should provide reasons, which may include:

  • Sites with a high-proportion of trips by persons who do not form the key formal travel plan audience group e.g. supermarkets, leisure facilities. Note, measures for visitors will still be expected for such sites, and traffic counts will still be needed as part of the monitoring strategy, but targets are unlikely to be expected for visitor/customer trips).
  • City/town centre sites with no on-site parking.

Notwithstanding the above, mode share tables remain very useful to show how the site is expected to be delivered and to define ambitious proportions expected to walk, cycle and take public transport to and from the site. Mode share aspirations should align with the Government target that 50% of all trips in town should be walked or cycled by 2030 and 55% by 2035 (Second Cycling and Walking Investment Strategy, 2022).

Where a development proposal involves the extension of an existing site, then a travel survey should be conducted of existing users to inform the travel plan targets (and proposed measures).

Secondary Targets

Secondary targets should also be identified to help focus measures. These secondary targets could include:

  • Cycle parking occupancy
  • Car share space occupancy
  • Car share registered members
  • Numbers using the bus to work etc.

With respect to cycle parking and car share occupancy, targets should not specify 100% occupation. If the occupation of such spaces is at, or nearing, 100% then a measure should be to provide additional capacity. 
All targets should give a date at which the target would be achieved. In this way, all targets contained in a travel plan will be specific, measurable, achievable, relevant, and time-bound (SMART). 

Timescales

The timescales for targets should be related to the type of travel plan and nature of development. The following examples provide a high-level indication of what would be expected:

  • Employment/retail/leisure/education; full travel plan/outline travel plan (single occupier): a minimum of five years from first occupation.
  • Employment/retail; framework travel plans (multiple occupiers): from first occupation to five years following 50% occupation of the site.
  • Residential (small/medium): from first occupation to five years following 50% occupation of the site.
  • Residential/employment (large): targets should be related to each phase (both trip generation and mode share) and the timescale agreed on a site-by-site basis. The objective would be to set a target (and monitoring) timescale and structure that covers the full build-out of large sites, so that the period of the travel plan does not prematurely end during site build-out and targets extend to five years post full occupation. Information on phasing would be expected to be provided in the travel plan and the timescales agreed with the local highway authority and local planning authority.

The implementation of measures will not, by themselves, be considered as targets. For instance, the appointment of a travel plan co-ordinator or delivery of car share spaces etc. does not represent achievement of a target, since these should be considered as ‘core’ components to be delivered.  For a framework travel plan, or a development that is phased, targets should be stated to show how the developer expects trips to evolve as the site is developed and as measures are instigated.