Integrated Transport Strategy

The Department for Transport has called for ideas for an integrated strategy for transport. Here is our response.

1. How could the transport network be better ‘joined-up’?

A single journey should be made easy, with a change to the mode of travel only if necessary.

• Ticketing and Fares: A national or regional digital ticketing system should be developed, allowing passengers to easily switch between different modes of transport (bus, train, tram, cycling, etc.) without needing to purchase multiple tickets. This should include contactless payment options across all services. We can learn from systems such as NS in the Netherlands where passengers can use their ‘NS Card’ anywhere in the country to travel on buses, trains, rent bikes and boats.
• Coordinated Services: Timetables across modes should be synchronised to improve travel options and reduce waiting times between transfers, making public transport more reliable and efficient. Holding services to accommodate late running connections should be considered. Where possible, bus routes should serve railway stations. Where they do, printed timetables for these services should be displayed in the station. In areas where either the bus or train services are of lower frequency (half hourly or worse), timetables should be developed to enable connectivity. In all cases, signs indicating the location of bus routes which serve the station should be displayed.
• Integration: Local transport hubs should be frequent focal points where different modes intersect, such as from train to tram, or tram to bus. These can be located at key centres such as office parks or shopping centres.
• Local Solutions: Local networks must be developed cohesively with longer-distance routes to ensure they are connected to the regional and national network, including enhanced local bus routes and safer active travel infrastructure. Specific demands should be adequately accommodated such as football matches.
• Coordinating Strategies: a national strategy should set the tone nationally to respond to broader societal goals including responding to climate change, reducing social and economic inequalities and regional disparities in transport investment. An environmental example is the French policy of discouraging internal flights in favour of rail journeys.

2. How could data be used to improve the transport network?

Data plays a crucial role in improving our transport network.

• Journey Planning and Real-Time Information: Data should be used to provide passengers with real-time journey information on multiple platforms. All bus stops and rail stations should have real time information. This includes accurate data on departure times, delays, crowds and alternative routes. Better timetable information displays should include connecting services at each station and not restricted to one mode of transport. An alarming current omission is that there is no bus information or real time data at Leeds Railway Station, despite this having been pointed out to them.
• Comprehensive journey planning apps can guide passengers on the fastest, easiest routes and improve their overall travel experience.
• Accessibility: Collecting and analysing data on accessibility needs (like step-free access, space for mobility aids and accessible toilets) can mean that transport better caters for the needs of disabled and elderly passengers and a more inclusive system for everyone.
• Traffic Management: Data from sensors and cameras can be used to improve traffic flow and reduce congestion in urban areas. Real-time data could adjust traffic signals to support bus priority, redirect routes to avoid traffic and thus supporting reduction in emissions via congestion.
• Monitoring and Evaluation: Data can help monitor and reduce the environmental impact of transport by tracking emissions, energy use, and modal shifts.

3. How could technology be used to improve the transport network?

• Electric and Sustainable Transport: Technology should prioritise the transition to electric vehicles and shared electric mobility solutions, including electric bikes and e-scooters. This would reduce carbon emissions and improve air quality in urban centres. The infrastructure for charging and maintaining electric shared mobility options needs to be increased. However, there are safety concerns about the use of e bikes and scooters and the law about their use needs to be better defined and the penalties for mis-use strengthened.
• Mobility as a Service (MaaS): MaaS platforms could combine different transport modes (e.g., bus, train, bike-sharing, tram) into one accessible service. With a single app, passengers could plan, book and pay for their entire journey, incorporating all modes of transport.
• Smart Infrastructure: The use of smart technologies, such as IoT (Internet of Things) sensors in roadways, bridges and train stations can improve the management and safety of transport infrastructure. These technologies can monitor infrastructure health and traffic conditions in real time, enabling preventative maintenance and reducing service disruptions
• The Future: Autonomous Vehicles could complement existing public transport networks by providing last-mile solutions in under-served areas. For example, they could provide flexible on-demand transport in rural or less dense urban areas, connecting people to main transport hubs. This could help bridge gaps in public transport access, particularly in areas with lower population densities.

4. How, if at all, would you improve the way decisions are made about the transport network?

Improving decision-making processes is essential for delivering a transport system that serves the needs of all communities. Specifically, decisions are needed to reduce carbon emissions, social mobility and economic benefit. We suggest:

• Inclusive and Transparent Decision-Making: Decisions about the transport network should be made with input from a wide range of stakeholders, including local authorities, transport operators, community groups and environmental organisations. Transparent consultation processes should be standard practice, with regular progress reviews
• Long-Term Planning: decisions should be based on long-term strategic goals rather than short-term political cycles. This could be supported by setting up an independent body tasked with developing and overseeing national transport strategies, ensuring alignment with long-term climate goals and social equity objectives
• Evidence-based decision-making: is crucial for improving the transport network. Data from passenger feedback, travel patterns, environmental monitoring and economic assessments should be central to policy development and infrastructure investment. This should include the acceptance of the concept of Induced travel, whereby additional road space tends to increase the volume of cars and leads to congestion at the next weak point in the road network. Likewise the reverse concept of traffic evaporation when traffic options and space is reduced.
• Decentralisation: Local decision-making could be empowered by providing regional transport authorities with more control over budgets and infrastructure projects. The recent trend of the Treasury offering packages for authorities to bid for, for specific projects, undermines local autonomy.  

5. Any other comments?

The current fragmented approach, where multiple bodies manage transport in isolation, is hindering a coherent strategy and failing to address multi-modal transport needs. Unlike Scotland and Wales, England lacks an integrated framework for aligning transport with broader societal goals, exacerbating challenges like climate change, health inequalities, and regional disparities in investment and services.

We would like the government to have a unified vision to integrate transport and spatial planning, fairer investment to bridge regional gaps, decentralised funding to empower local authorities, and a clear governance framework to ensure accountability and responsiveness. Such a strategy could better support sustainable, inclusive, and equitable transport systems. A step increase in the use of public transport and subsequent reduction in car use is needed if we are to effectively reduce carbon emissions and road congestion. The current situation is one where few people travel efficiently to their destination because of overcrowded roads.

There is a lack of basic public transport in many rural areas, where services may omit journeys to work and to medical facilities, with nothing in the evenings.  Many services operate only between 10am and 3pm, and are not co-ordinated with school services: if school services carried fare paying passengers as well, as they do in London, passenger options would improve considerably.

A more integrated approach can lead to cost savings. For example, is the expansion of airports necessary if internal flights are discouraged in favour of rail journeys? It also applies to freight: much of the road network will need renewal soon, can more freight go by train or by waterways?  

Transport, both for freight and for people, should be seen as a service that is the blood of the economy and society. Government financial support for transport should be regarded as enhancing the economy and society, and not as a subsidy.