Question 1

How much does a Transport Assessment cost?

Accepted Answer

For a medium-sized residential development (50 to 150 dwellings), a Transport Assessment typically costs £8,000 to £20,000, including traffic surveys, junction modelling, and access design. A Transport Statement for a smaller scheme (10 to 50 dwellings) is less expensive, typically £3,000 to £8,000. Traffic surveys are often the largest single cost component: a set of manual classified counts at 3 to 4 junctions with automatic traffic counts on key links costs approximately £3,000 to £6,000. A Framework Travel Plan adds £2,000 to £5,000. A Stage 1 Road Safety Audit, if required, costs £1,500 to £3,000. For very large or contentious developments requiring extensive modelling (microsimulation, strategic model runs, or multiple junction assessments), transport consultancy fees can exceed £30,000 to £50,000+. Expert witness fees for planning appeals are typically £5,000 to £15,000 depending on the complexity and duration of the hearing or inquiry.

Question 2

How long does the process take?

Accepted Answer

A Transport Assessment for a standard residential development takes 6 to 12 weeks from instruction to completion, assuming traffic surveys can be scheduled promptly. Traffic surveys should be conducted during neutral months (typically mid-January to mid-March, and mid-April to mid-July, and September to mid-November, avoiding school holidays and bank holidays), and survey slots with reputable survey companies may need to be booked 2 to 4 weeks in advance. Pre-application engagement with the highway authority, which is strongly recommended, adds 4 to 8 weeks to the overall programme but can prevent costly revisions later. Post-submission, responding to highway authority comments and negotiating Section 278/106 heads of terms can take a further 4 to 12 weeks depending on the complexity and the highway authority's responsiveness.

Question 3

What is the NPPF "severe" test?

Accepted Answer

The NPPF states (paragraph 115) that development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe. This is a deliberately high bar. The word "severe" is not defined in the NPPF or PPG, and its interpretation has been the subject of numerous appeal decisions and court cases. In practice, it means that some increase in congestion and delay is acceptable, and a development should not be refused simply because it adds traffic to an already congested network. The impact must be demonstrably severe in the context of the existing conditions. Transport consultants use junction capacity modelling to demonstrate that the development's impact falls below this threshold, or to design mitigation that reduces the impact to an acceptable level.

Question 4

What is a Section 278 agreement?

Accepted Answer

A Section 278 agreement (under the Highways Act 1980) is a legal agreement between a developer and the highway authority that allows the developer to carry out works on the public highway at the developer's expense. Common Section 278 works include new site access junctions, junction improvement works, new pedestrian crossings, bus stop improvements, footway and cycleway construction, and carriageway widening. The highway authority designs or approves the works to its adoption standards, and the developer funds the construction. The agreement includes a commuted sum for future maintenance. Section 278 works are typically secured by planning condition and must be completed before occupation of the development (or an agreed trigger point).

Question 5

Can I build a car-free development?

Accepted Answer

Car-free or low-car developments are possible in locations with excellent public transport accessibility, typically in inner-city areas with high PTAL (Public Transport Accessibility Level) ratings. The transport consultant demonstrates through accessibility analysis that residents or occupiers can meet their travel needs without a private car, supported by a robust Travel Plan. Car-free developments typically provide car club spaces and extensive cycle parking instead of conventional car parking. However, many LPAs outside London remain cautious about reduced parking, and a poorly justified low-car scheme can lead to refusal or conditions requiring additional parking. The transport consultant's role is to present the evidence that the proposed parking level is appropriate for the location and that overspill parking on surrounding streets will not cause problems.

Question 6

What is a Travel Plan and is it enforceable?

Accepted Answer

A Travel Plan is a package of practical measures aimed at reducing the proportion of journeys made by single-occupancy car and promoting sustainable alternatives. It is typically secured by a Section 106 agreement, which makes it legally binding on the developer and their successors. The Travel Plan includes targets (for example, reducing car mode share by a specified percentage within 5 years), monitoring arrangements (typically annual travel surveys), and remedial measures if targets are not met (which may include financial contributions to the highway authority for off-site transport improvements). A Travel Plan Coordinator must be appointed and funded for a specified period (typically 5 years post-occupation). Non-compliance with a Section 106 Travel Plan obligation is enforceable by the LPA.

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