Sustainable transport choices and the retail sector - advice to Government from CfIT
Chapter 1: CfIT's work on sustainable transport choices and the retail sector
The role of CfIT
CfIT's vision
Scope of the study
Structure of the report
Chapter 2: Background
Key themes - sustainable transport
The policy structure
The policy framework
National trends:
Previous studies undertaken on transport and retail
Chapter 3: Our approach
Choice of case study sites
Choice of survey method
Definitions
Chapter 4: Evidence
Summary of general findings
Spend level per trip by mode
Comparison of spend by mode and by income group
Main mode of transport used to travel to retail site
Public transport
Parking
Congestion
The shopping environment
Accessibility
Chapter 5: Conclusions and recommendation
Improving accessibility
Market misconceptions
Levelling the playing field
Previous CfIT recommendations
Current CfIT recommendations
Annex 1: Working Group membership
- Sustainable transport choices and the retail sector - advice to Government from CfIT (Adobe Acrobat - 611kb)
Executive summary
1. In the Integrated Transport White Paper CfIT was asked by Government to assess the effectiveness of measures in addressing non-workplace parking (e.g. retail and leisure sites) in meeting the twin aims of reducing the need to travel by car (modal shift) and improving access to goods and services for people without a car (social inclusion).
2. During the past six years CfIT has conducted several studies into encouraging modal shift and social inclusion. For example, our research into "Best Value for Public Subsidy within the Bus Industry" included specific recommendations on incentivising passenger growth within the bus industry, and extending OAP concessionary fares to include other sectors of the population excluded socially through transport.
3. Sustainable transport measures, such as bus priority and parking restraint, are introduced for a range of purposes: to reduce congestion, to encourage modal shift, to improve access, and to improve the streetscape to make urban areas safer and more pleasant environments. They are usually implemented to meet an existing, growing, or anticipated problem - but this is not often appreciated by the public.
4. Parts of the retail business community in certain towns and cities where sustainable transport strategies are in place perceive these measures as having a damaging effect on the local retail economy. The concerns of the business community can therefore represent a barrier to the future implementation of sustainable transport policies and to the future development of the retail centres they underpin.
5. CfIT felt there was still a need to better understand the relationship between travel mode and retail spend at different retail locations and has therefore undertaken an extensive household survey, using shopping diaries, face-to-face interviews and focus groups. The results of our study are based on quantitative research from over 1600 households, together with interviews with the public and stakeholder interviews in six selected cities (Brighton, Cambridge, Nottingham, Bath, Birmingham and Leeds).
What we asked
6. In our study into the transport behaviour of shoppers, the Commission for Integrated Transport (CfIT) had in mind four key questions:
- Do people who travel by car spend more than people who travel in other ways?
- What is the difference between retail spend and mode of travel at the town / city centre compared to edge-of-town and out-of-town sites?
- How much does local transport policy such as bus priority, pedestrianisation and parking control, affect consumer choice on where to shop?
- What are the main transport priorities identified by shoppers and retailers?
7. Our research is focussed upon the travel patterns and spend levels that occur when shoppers visit different retail sites. In this Report CfIT has focussed its attention on travel patterns to three key retail locations: Town / City Centre, Edge-of-Town and Out-of-Town, as we believe they respond most directly to our research questions (the Technical Report prepared by Mott MacDonald provides survey evidence across all retail sites).
8. In building our evidence and drawing conclusions, CfIT accepts the following:
- A proportion of people will use a mixture of their cars and other modes, depending on the nature of their shopping needs;
- There are benefits to both retailers and parts of the shopping public from locating retail sites at the edge-of-town and out-of-town (e.g. lower land costs; larger stores and plentiful parking; logistical benefits from freight delivery).
What we found
9. CfIT recognises that some people use a variety of modes to undertake their shopping activities. Our study revealed the following findings on shopping behaviour and transport mode:
- Trips to edge-of-town and out-of-town centres and large supermarkets are made overwhelmingly by car.
- Public transport users do not spend significantly less than car users in the town and city centres.
- The way shoppers travel has very little effect on how much they spend, with income level being a more significant determinant.
- When deciding where to shop, people will consider parking availability and cost. However, parking may not be as singularly significant a determinant as the total shopping experience (e.g. range of shops, pedestrian-friendly shopping area).
- People travelling other than by car are more likely to support their local town and city centres, and local shops, visiting them more frequently than car users.
- Car users and those who walk and cycle are fairly inflexible, using their preferred mode for some 85% of trips, whereas public transport users appear to use a range of modes for different shopping trips.
- People who do not use the car for their shopping trip were three times more likely to walk or cycle than to take public transport.
- Spend on different types of goods differed with travel choice. Public transport users are more likely to purchase small items (e.g. clothes and shoes), whilst the private car is more likely to be used for shopping for larger items (e.g. household goods).
- Investment in high quality public transport improvements, such as Metro and Park & Ride schemes, are recognised as the sorts of solutions which will help to ensure that access is maintained to city centres where highway demand is managed.
- Home shopping still represents only a small proportion of weekly spend.
10. A more detailed picture of the study's findings can be found in Chapter 4.
CfIT's vision for transport and retail
11. CfIT wants to see economically and socially vibrant and diverse shopping centres which can be readily accessed by all sections of the community. Cars should not dominate, with the shopping environment instead characterised by attractive, safe and pedestrian-friendly streets.
12. Because of its capacity to build on existing travel and commercial infrastructure, the High Street is best placed to realise CfIT's vision of a popular retail environment that offers access to more parts of the community. Out-of-town retail parks on the other hand are overwhelmingly accessed by car - a travel pattern that is not sustainable given the environmental damage caused by rising car use, and its contribution to rising levels of congestion.
13. Development of the High Street can and should be done in a partnership between local authorities and the private sector - with involvement of both the retail and transport sectors. Efficient markets are the best way of optimising the allocation of resources and this principle should be central to any development.
14. CfIT also wants to see creative use of services such as internet shopping and home delivery in order to ensure that shoppers can acquire the goods they need without the use of a car. This is particularly important for those sectors of the community who are without a vehicle and people with disabilities and mobility impairments who have particular accessibility needs.
What we recommend
- Local planning policy and decisions should give precedence to existing town / city centres, in line with current planning guidance on transport and retail development.
- Thoughtful application by local authorities of planning conditions for proposals for expanded and new out-of-town retailers/supermarkets, for example in terms of providing comprehensive public transport access, affordable home deliveries, or incentivising shoppers to come without their cars.
- Quality public transport - particularly Park & Ride which is seen as a solution for rural shoppers with no alternative to using their car. Placing bus stops as close to shops as car parks is also important.
- Improved retail experience offering attractive and safe, pedestrian-friendly environments and a retail offer which combines major High Street names with individual smaller stores.
- Measures to tackle congestion through initiatives such as bus priority and congestion charging. Where congestion charging is introduced, prior to any national scheme, care should be taken to ensure that a sub-regional strategy considers and minimises the loss of trade to neighbouring retail areas.
- Parking charges (based on regional agreements to prevent switch to free parking at retail sites).
- Parking costs should be estimated, compared and equalised in terms of a notional rental charge per space.
- The system should work with the grain of the market using the incentives to support and shape emerging trends.
- Parking charges should be re-cycled to provide better public transport, walking and cycling facilities at all location levels.
- Planning policies should positively encourage (a) developments around public transport hubs and (b) a network of small, local retail and leisure facilities, linked to centralised services.
For a more detailed description of CfIT's conclusions and recommendations, go to Chapter 5.
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