BYPASSING BORIS BILLION-POUND INFRASTRUCTURE BILL AN AFFORDABLE STRATEGY TO TRANSPORT THE NEXT MILLION LONDONERS

Transcription

1 BYPASSING BORIS BILLION-POUND INFRASTRUCTURE BILL AN AFFORDABLE STRATEGY TO TRANSPORT THE NEXT MILLION LONDONERS

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3 INTRODUCTION London s population is projected to grow to 10 million by That means an additional one million more people than previously estimated using the city s already-crowded transport network. The current strategy from City Hall is to accommodate the capital s growing population through massive infrastructure investment. And this means an eye-watering bill that will need to be picked up by tax-payers, transport users and businesses. In fact, as this paper demonstrates, there are another four strategies at the Mayor s disposal which can help accommodate population growth: Investing in new technology Encouraging behaviour change Adapting land use planning Adopting flexible pricing mechanisms. Deployed thoughtfully, these strategies will enable much more than infrastructure to keep the capital moving. And it need not mean a bill of billions.

4 LONDON S GROWING POPULATION IMPACTS ON LONDON INFRASTRUCTURE FOR THE NEXT MILLION LONDONERS ADDRESSING THE CHALLENGES: FOUR STRATEGIC TOOLS CONCLUSIONS

5 1 LONDON S GROWING POPULATION How and where will the capital s population grow?

6 THE CURRENT MAYOR S TRANSPORT STRATEGY (2010) IS BASED UPON POPULATION FORECASTS FROM HOWEVER, THE 2011 CENSUS HAS CONFIRMED THAT LONDON S POPULATION IS GROWING FASTER THAN ORIGINALLY FORECAST... BY 2030 THERE WILL BE AROUND AN EXTRA MILLION LONDONERS ON THE TRANSPORT NETWORK.

7 THE REVISED POPULATION GROWTH FORECAST DEMONSTRATES THAT ALMOST ALL BOROUGHS, AND PARTICULARLY INNER LONDON, WILL EXPERIENCE FASTER AND GREATER THAN EXPECTED POPULATION GROWTH. REVISED POPULATION FORECAST ( )

8 THE MAYOR SET OUT FIVE KEY GOALS IN HIS 2006 TRANSPORT STRATEGY, BUT DOES FASTER THAN EXPECTED POPULATION GROWTH POSE A CHALLENGE TO ACHIEVING THOSE AIMS? 1. SUPPORT ECONOMIC DEVELOPMENT AND POPULATION GROWTH 2. ENHANCE THE QUALITY OF LIFE FOR ALL LONDONERS 3. IMPROVE THE SAFETY AND SECURITY OF ALL LONDONERS 4. IMPROVE TRANSPORT OPPORTUNITIES FOR ALL LONDONERS 5. REDUCE TRANSPORT S CONTRIBUTION TO CLIMATE CHANGE AND IMPROVE ITS RESILIENCE

9 2 IMPACTS ON LONDON What will be the impact on crowding, economic development and public space?

10 A GROWING POPULATION MEANS EXTRA TRAVEL Transport for London has released a revised forecast of growth reaching about 30m daily trips in London in 2031 (up from 25.5m in 2011) Source: TfL (2012) Travel in London Report 5

11 EXTRA TRAVEL DEMAND MEANS EXTRA CROWDING This figure shows the predicted level of morning peak hour crowding on the Underground network in The black arrows equate to more than 4 persons per square metre. Crowding on the public transport network is set to continue in spite of current improvements to the transport system. Source: London First (2013) Crossrail 2: Supporting London s Growth Take, for example, the recently completed Victoria Line upgrade, which was planned to keep up with the originally predicted 100,000 extra residents in Islington, Haringey and Waltham Forest. The latest population forecasts now predict that there will be over 200,000 more residents in these boroughs in 2031.

12 AND EXTRA CROWDING IMPACTS UPON ECONOMIC DEVELOPMENT. Public transport crowding has a direct impact on the speed and reliability of journeys, and may make London less attractive to business Road congestion has a direct impact on the movement of goods and people Restricted public transport capacity could hold back the economic potential of London s employment clusters

13 THE IMPACTS ARE NOT ONLY ABOUT CROWDED TRAINS. 80% OF TRIPS MADE BY PEOPLE IN LONDON ARE ON THE ROAD NETWORK. The London Roads Task Force has recently published a vision for London s roads and a framework to achieve a better balance between the movement and place functions of public spaces. MOVEMENT FUNCTION Source: TfL (2013) Roads Task Force: The vision and direction for London s streets and roads PLACE FUNCTION

14 ADDITIONAL TRAVEL DEMAND DOES NOT LEAD ONLY TO CONGESTION. IT ALSO PUTS PRESSURE ON THE QUALITY OF PLACE OF LONDON S PUBLIC SPACES. Additional movement by competing modes of transport on London s road network risks detracting from the place function of public spaces. There is a risk that streets will experience greater pressure for space, severance of activities, local air pollution and noise.

15 THE ENVIRONMENTAL IMPACTS OF MORE TRAVEL CAN BE UNDERSTOOD BY TAKING INTO ACCOUNT LONDON S SPECIFIC TRANSPORT GEOGRAPHY. In spite of increasing use of public transport and cycling, there remain around 10m daily car trips in London, the majority of which are in Outer boroughs. Source: GLA (2010) Mayor s Transport Strategy

16 3 INFRASTRUCTURE FOR THE NEXT MILLION LONDONERS What level of infrastructure investment will keep pace with growth?

17 THE GOOD NEWS IS THAT CURRENT PLANS WILL DELIVER A 50% INCREASE IN LONDON RAIL CAPACITY BETWEEN 2003 AND JUBILEE WATERLOO & CITY UPGRADE OVERGROUND OPERATIONS BEGIN EAST LONDON LINE RE-OPENS SOUTH LONDON LINE ADDITIONAL TRAMS VICTORIA UPGRADE RAIL DEVOLUTION (WA & SE) NORTHERN UPGRADE CROSSRAIL OPERATIONS BEGIN VICTORIA UPGRADE II UPGRADE II NORTHERN EXTENSION CROSSRAIL CENTRAL SECTION OPENS SSR UPGRADE NORTHERN UPGRADE II W&C UPGRADE BAKERLOO UPGRADE PICCADILLY UPGRADE CENTRAL UPGRADE 50% INCREASE JUBILEE 7TH CAR DLR TO WOOLWICH ARSENAL JUBILEE UPGRADE PADDINGTON (H&C) WIMBLEDON PINCHPOINT (TRAMS) VICTORIA BANK KING'S CROSS VAUXHALL BOND ST TCR HOLBORN CAMDEN TOWN Source: TfL (2013) Please note that the above figure is intended to illustrate the cumulative effect of a number of planned and potential schemes in London. In no way is it intended to reflect the currently confirmed service plans or forecasts for London. For up-to-date forecasts of planned and committed increases in London s rail capacity, readers should consult the TfL Business Plan. Furthermore the above figure relates only to services operated or franchised by TfL and therefore does not refer to the increase in total rail capacity in London.

18 AFTER SEVERAL DECADES OF UNDER-INVESTMENT LONDON IS FINALLY SEEING SUBSTANTIAL INVESTMENT IN NEW OR UPGRADED RAIL INFRASTRUCTURE. YET THE CURRENT INVESTMENT PROGRAMME WILL NOT BE ENOUGH TO ACCOMMODATE LONDON S GROWTH. The expansion of public transport services is not only catering for a growing population, but also for increasing numbers of people shifting to public transport. And London s population is predicted to continue growing beyond 2030 (another 6% in the next decade). The long planning timeline means that work needs to start now for schemes to be completed after For example, the Crossrail 2 planning horizon: FEASIBILITY DESIGN CONSTRUCTION

19 THE RESULT IS A LONG WISH LIST OF PUBLIC TRANSPORT SCHEMES THAT HAVE BEEN PROPOSED TO PROVIDE ADDITIONAL CAPACITY AND IMPROVE CONNECTIVITY CROSSRAIL 2 BAKERLOO LINE EXTENSION LEA VALLEY (WAGN 4-TRACKING ) DLR EXTENSIONS NORTHERN LINE EXTENSION TO BATTERSEA THAMES CROSSING (SILVERTOWN) AIRPORT LINKS (E.G. AIRTRACK) TOTAL 9-16BN 5-6BN 1-2BN 1-2BN 800M-1BN M M 18-28BN

20 WHILST TO THAT BILL IS NOW ADDED BORIS LONG-AWAITED ROADS TASK FORCE, ADDING A FURTHER 30BN TO THE COST. The Roads Task Force report sets out a vision for world-class streets and roads in London, and a toolkit of short, medium and long-term measures to achieve this ambition. It is an impressive political compromise, addressing the pressing economic need to transfer road capacity to more efficient transport modes in Inner London, whilst appeasing the voters in car-dependent suburbia through the promise of fly-unders and tunnels. Yet is a compromise with a high estimated price tag of 30bn. PUBLIC TRANSPORT WISH LIST ROADS TASK FORCE WISH LIST 30bn 30bn To put things in perspective, TfL s current total capital budget (including Crossrail) is in the region of 1.8bn annually.

21 SO THE CHALLENGE WILL BE TO IDENTIFY HOW CAN WE PAY FOR THESE CAPITAL SCHEMES? The reduction in TfL s operating grant in the latest Spending Review means that operational cost savings are required immediately just to retain the current revenue surplus RPI+2 fare increases are likely to continue in the near future There is political agreement on the need for capital investment in infrastructure but the competition for funds is great (HS2, hub airport capacity) Other options: Tax-raising powers for London (e.g. contributions through business rates or council tax levy) Other private sector investment, e.g. through pension funds seeking longterm low-risk investments (relative policy continuity could make London more attractive than elsewhere in the UK) Community Infrastructure Levy (future uplift in rates used to finance infrastructure)

22 LONDON ALREADY HAS A PRECEDENT OF GOLD MEDAL STANDARD. The transport success of the London 2012 Games was not simply a product of infrastructure investment. Instead the Games transport package included some targeted infrastructure combined with a comprehensive travel demand management strategy and the deployment of traffic management and information technologies.

23 ADDRESSING THE CHALLENGES: FOUR ALTERNATIVE STRATEGIC TOOLS There are four other ways that the transport system can accommodate London s population growth.

24 A. NEW TECHNOLOGY B. BEHAVIOUR CHANGE C. LAND USE PLANNING D. PRICING

25 A NEW TECHNOLOGY TECHNOLOGICAL CHANGES ARE ALREADY AFFECTING MOBILITY PATTERNS. TO WHAT EXTENT COULD NEW TECHNOLOGIES MAKE MORE EFFICIENT USE OF THE EXISTING NETWORKS WITHOUT THE NEED FOR NEW INFRASTRUCTURE?

26 AS A RESULT OF MOBILE TECHNOLOGIES AND LIFESTYLE FACTORS, AN ARRAY OF DIFFERENT VEHICLE OWNERSHIP AND USAGE PATTERNS ARE EMERGING. PRIVATE INDIVIDUAL Formalised liftsharing Peer-to-peer vehicle rental, e.g. Whipcar, Buzzcar Vehicle ownership VEHICLE OWNERSHIP AND MAINTENANCE Manufacturer rental models, e.g. Nissan Leaf Vehicle leasing ORGANISATION Traditional vehicle rental Traditional car clubs Flexible or oneway hire, e.g. Barclays Cycle Hire or CarGo MORE PRE-PLANNING LESS PRE-PLANNING USER FLEXIBILITY (REQUIRING PRE-PLANNING OR TURN-UP-AND-GO)

27 RECENTLY THE CONCEPT OF DRIVERLESS CARS HAS BEEN GETTING A LOT OF MEDIA ATTENTION. THERE ARE POTENTIAL BENEFITS FOR A CITY LIKE LONDON: CAPACITY computer-controlled cars travelling in tight platoons could make better use of limited road space than manually operated cars ENVIRONMENT computers are able to drive in a more energyefficient manner than us humans SAFETY and yes, since driver error is responsible for most accidents, computers should be able to drive more safely than the average human

28 DRIVERLESS CARS COULD ONE DAY MORE THAN DOUBLE THE CAPACITY OF LONDON S STRATEGIC ROAD NETWORK. Even on conservative estimates, current studies suggest the increase in road network capacity that could be achieved through automated vehicles (reduced safety distances and platooning ) would exceed London s population and employment growth forecasts. One study suggests % capacity from vehicle-to-sensor communication, and even % from vehicle-to-vehicle communication. AN ILLUSTRATION OF A CAR PLATOON BY THE EU SARTRE PROJECT But beware of estimates based on simulation of the unknown! These are likely vastly to over-estimate the benefits at complex urban junctions.

29 THERE ARE SIMILAR TECHNOLOGICAL OPPORTUNITIES TO INCREASE THE EFFICIENCY OF THE PUBLIC TRANSPORT NETWORK. Intelligent Transport Systems can achieve operational efficiencies, leading to improved journey times and higher capacity on the existing network Passenger information systems will vastly improve the journey experience Driverless public transport vehicles will lead to a reduction in operating costs (labour and fuel) AN ARTIST S IMPRESSION OF THE CITYMOBIL PROJECT A PERSONAL PUBLIC TRANSPORT INITIATIVE AN ILLUSTRATION OF SELECTIVE VEHICLE DETECTION SYSTEMS BY TRANSPORT FOR LONDON

30 THERE IS ALSO A TREND TOWARDS SMALLER VEHICLE SIZES IN DENSE WORLD CITIES. Smaller vehicles are potentially more fuel efficient and less polluting. But do they require less road space? Yes, when we think about the storage of stationary vehicles. By reducing vehicles sizes it is possible to reduce the space required for on-street and off-street parking. ADVERTISING FOR THE RENAULT TWIZY IMAGE FROM TELEGRAPH ARTICLE ON CARS OF THE FUTURE However, it is unlikely that the introduction of smaller vehicles will have a major impact on the designs of most urban spaces. The geometric dimensions of the streets and squares around us are frequently determined by the needs of large emergency and waste service vehicles.

31 THERE ARE A VARIETY OF TECHNOLOGICAL SOLUTIONS AT DIFFERENT STAGES OF DEVELOPMENT THAT WILL HELP TO MAKE MORE EFFICIENT TRANSPORT USE OF EXISTING TRANSPORT NETWORKS. 1 2 INTELLIGENT TRAFFIC MANAGEMENT: There is still considerable scope to use the existing road network more efficiently by deploying intelligent technologies at major junctions. In the short term these technologies offer solutions to improve conditions for buses and cyclists in Outer London. DRIVERLESS VEHICLE TRIAL: London should consider when and how it can trial driverless vehicles in mixed traffic environments. 3 FLEET-TO-PEER VEHICLE RENTAL: Many companies and organisations use their car and van fleets predominantly during the week. Many Londoners use their cars predominantly at weekends. There is clearly potential for fleet-to-peer vehicle rental services.

32 B BEHAVIOUR CHANGE DEMOGRAPHIC AND LIFESTYLE FACTORS ARE ALREADY CONTRIBUTING TO CHANGES IN MOBILITY IN LONDON. TO WHAT EXTENT COULD FURTHER BEHAVIOUR CHANGE MEASURES REDUCE DEMAND FOR TRAVEL, IN PARTICULAR PEAK TRAVEL, WITHOUT THE NEED FOR NEW INFRASTRUCTURE?

33 THERE IS CONSIDERABLE EVIDENCE OF A PEAK CAR EFFECT IN LONDON. Car usage is falling, partly due to an increase in low car-use demographic groups, and to lifestyle factors such as mobile internet technology. Source: TfL (2012) Travel in London Report 5

34 THE LESSONS FROM LONDON 2012 HIGHLIGHT HOW TARGETED TRAVEL DEMAND MEASURES COULD REDUCE PEAK TRAVEL MORE PERMANENTLY. REDUCE RE-TIME % of people who reduced their travel due to the Games at least once: Personal business 41% Employers business 39% Regular commute 37% (average +0.7 days per week home working) Shopping 30% Leisure 25% Over 25% of commuters changed their travel time at least once RE-ROUTE RE-MODE 18% of commuters changed route at least once 12% of commuters changed their mode at least once (largest mode shift from bus/underground to walk or cycle) London has plenty of spare transport capacity for most of the day except the peak hours. The evidence from London 2012 suggests that a 10% reduction in peak hour commuters is achievable through a targeted travel demand strategy. This level of behaviour change would enable London to postpone infrastructure investment by around a decade.

35 DURING LONDON 2012 DELIVERY AND SERVICING COMPANIES ALSO CHANGED THEIR TRAVEL BEHAVIOUR, AND SOME OF THE MEASURES COULD BE APPLIED MORE PERMANENTLY. REDUCE RE-TIME RE-ROUTE RE-MODE Postponing non-essential deliveries, stockpiling, consolidating deliveries Change delivery/collection time, change driver/staff working hours, out of hours operations Use of alternative routes to avoid restrictions and hotspots Little evidence of change Just over one fifth of all freight vehicles enter London during the morning peak. By contrast, during the Games night deliveries by lorry rose from 17% to 25% of daily lorry traffic. The potential to shift freight away from peak times is great but further incentives are required.

36 THREE AREAS OF HIGH POTENTIAL FOR BEHAVIOUR CHANGE ARE FLEXIBLE WORKING IN PROFESSIONAL JOBS, THE TARGETING OF SHORT TRIPS AND FREIGHT DELIVERY PATTERNS. 1 PEAK TRAVEL DEMAND: Encourage trends for flexible working in professional jobs Home working - is it a realistic target to reduce from 4.5 days at a regular place of work to 4 days? If yes, this equates to a 10% reduction in peak travel! Peak spreading - during Games time 25% were able to shift travel time 2 MODE SHIFT TO WALKING AND CYCLING: There is enormous potential among the 16m daily trips below 5km, e.g. around Outer London town centres and to/from London rail termini ( the last mile ) 3 FREIGHT: There is considerable scope for consolidation and off-peak delivery patterns

37 C LAND USE PLANNING PLANNING POLICY IS ALREADY USED TO MINIMISE TRAVEL AND ENCOURAGE THE USE OF SUSTAINABLE MODES. WHAT FURTHER POTENTIAL DOES IT HAVE?

38 IN LONDON THE USE OF PUBLIC TRANSPORT ACCESSIBILITY LEVELS AS A PLANNING TOOL HAS BEEN SUCCESSFUL IN CHANNELLING HIGH DENSITY DEVELOPMENT TO AREAS MOST ACCESSIBLE BY PUBLIC TRANSPORT. Source: GLA (2008) The London Plan

39 THE NEXT CHALLENGE WILL BE TO ADAPT THIS PROCESS TO A NEIGHBOURHOOD SCALE TO TAKE INTO ACCOUNT NOT JUST PUBLIC TRANSPORT ACCESSIBILITY BUT ALSO THE QUALITY OF WALKING AND CYCLE ROUTES, THEREBY FURTHER DEVELOPING CAR-FREE AND CAR- LITE COMMUNITIES HAMMARBY SJÖSTAD, STOCKHOLM Photo: Marlena Karlsson

40 LAND-USE PLANNING CAN MAKE A DIFFERENCE BY PROMOTING SUSTAINABILITY IN NEW COMMUNITIES AND, WHERE POSSIBLE, ADAPTING EXISTING COMMUNITIES TO NEW MOBILITY PATTERNS. 1 REVISION OF LONDON PLAN PARKING STANDARDS: Increased parking supply creates increased demand for car ownership. Parking standards need to be revised to reflect changing vehicle ownership and usage patterns, and new vehicle technologies. 2 SUSTAINABLE SUBURBIA: London boroughs can incentivise car-lite suburban developments with reduced parking requirements in suitable locations. In return, pooled planning contributions can be sought for improved local public transport, walking and cycling infrastructure. 3 ADAPTING EXISTING COMMUNITIES: The role of traditional London street typologies such as the Victorian terrace is changing (conversion to flats and multiple occupancy units). Streets and spaces need to adapt too, for example by providing space for car clubs and secure cycle parking.

41 D PRICING WE ALREADY USE PRICING TO SHAPE TRAVEL PATTERNS. WHAT FURTHER ROLE CAN IT PLAY IN MEETING THE CHALLENGES POSED BY LONDON S GROWTH?

42 PRICING IS USED AS A MEANS OF INFLUENCING TRAVEL BEHAVIOUR. But this does not mean that current pricing policies achieve the policy aims of reducing travel demand and accommodating growth in a more sustainable manner. The current Congestion Charging system does nothing to influence travel behaviour in most of London s key growth areas. Outside of Central London, eternally unpopular town centre parking charges are the only pricing tool available. A more equitable pricing mechanism would price road users relative to their use of congested road space and their environmental impact.

43 THERE IS CONSIDERABLE SCOPE FOR PRICING STRATEGIES TO BETTER MANAGE TRAVEL DEMAND, ALTHOUGH THERE IS NO GUARANTEE THAT THESE IDEAS WILL BE POPULAR. 1 TOLLS FOR NEW INFRASTRUCTURE: The economic reality is that all new road infrastructure is likely to require tolls. And this is necessary to manage demand for new road space efficiently. 2 PRICING FOR PEAK SPREADING: Londoners are familiar with the principle of peak and off-peak pricing. But with contactless payment technology there is no technological barrier to even greater price differentials. Could we charge more for the peak within the peak? Could we vary prices in real-time to reduce station overcrowding (e.g. Victoria in the morning rush hour)? 3 PRICING OFF SHORT TUBE JOURNEYS: We are used to paying less for travelling shorter journeys. But there are 109 pairs of Underground stations in London where it is quicker to walk than take the Tube. Could we charge a higher price to discourage the shortest journeys? *Note that a form public transport Blue Badge would be required to implement the latter two pricing strategies in an equitable fashion.

44 5 CONCLUSIONS

45 SO WHICH STRATEGIC TOOLS WILL HELP TO TRANSPORT THE NEXT MILLION LONDONERS? (A) INFRASTRUCTURE (B) NEW TECHNOLOGY (C) BEHAVIOUR CHANGE (D) LAND USE PLANNING (E) PRICING ECONOMIC DEVELOPMENT AND GROWTH QUALITY OF LIFE SAFETY AND SECURITY ACCESSIBILITY AND OPPORTUNITY CLIMATE CHANGE

46 LONDON NEEDS MORE THAN NEW ROADS TO TRANSPORT AN EXTRA MILLION LONDONERS BY ARTIST S IMPRESSION OF POTENTIAL CHANGES TO EMBANKMENT POTENTIAL CROSSRAIL 2 ROUTE Looking beyond Crossrail, London will need some additional rail infrastructure to cater for growth. And the Roads Task Force has forged an ambitious vision to adapt London s road and streets to the needs of the 21 st century. London would need to find around 50bn to make this happen. A funding package could include continued central government grants, an additional business rate supplement, a council tax levy and tolls for new road infrastructure. However, even under the most optimistic scenario it is highly unlikely that the full 50bn can be funded before 2030.

47 IN THE SHORT-TERM THERE ARE SEVERAL LOWER COST PROGRAMMES THAT CAN BE DELIVERED TO REDUCE OR POSTPONE THE NEED FOR EXPENSIVE INFRASTRUCTURE. London must continue to roll out intelligent technologies to make better use of existing infrastructure, to improve public transport operations and to improve user information. London should prepare for a first trial of driverless vehicles. London needs to implement a targeted programme of behaviour change measures to reduce peak time demand through home working and flexible working hours, and to shift short car journeys to walking and cycling. London needs to adapt its parking standards to new patterns of vehicle ownership and usage, and pro-actively promote more car-free and carlite developments around London s town centres. London will need to use tolls to fund new infrastructure, but it can go further in using pricing mechanisms to encourage more efficient use of the transport network (e.g. variable pricing to discourage rail passengers from taking the Underground for the last mile from rail termini).

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49 BIBLIOGRAPHY

50 POPULATION DATA AND PROJECTIONS ONS census data 1991, 2001 and 2011 (refer to GLA (2006) Round Ward Population Projections GLA (2013) 2012 Round Population Projections TRANSPORT DATA Transport for London (2012) Travel in London Report 5 VEHICLE OWNERSHIP AND USAGE Lytton L & T Poston (2012) Car Rental 2.0: New alternatives to car ownership Cairns S (2011) Accessing Cars: Different ownership and use choices DRIVERLESS VEHICLES automation/ Tientrakol P, Ho YC and Maxemchuk NF: Highway capacity benefits from using vehicle to vehicle communication and sensors for collision avoidance. Vehicular Technology Conference, 2011

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52 AUTHORS Centre for London is a politically independent think tank. Through our events and research we develop new ways of addressing the challenges facing the capital and foster fresh thinking on its future. Martin Wedderburn is an independent transport professional with a broad range of experience in sustainable transport planning, policy and analysis. While working for consultant SKM Colin Buchanan he worked on many London projects, including GLA research into the link between accessibility and employment, demand forecasting studies for Thames river buses and cross-river links in East London, and numerous walking and cycling projects. Martin strives to ensure that the wider economic, social, environmental and health impacts of transport are robustly evaluated. He worked on the development of methods to appraise public realm investment and the inclusion of health impacts in transport project evaluation. This project was made possible thanks to the generous support of CH2M Hill.