RTPI NI's Response to the DfI Draft Transport Strategy to 2035

The Department for Infrastructure (DfI) has produced a draft Transport Strategy, setting out a new vision and strategic priorities for the transport system in Northern Ireland through to 2035. It articulates the role of transport as a social, economic and environmental enabler and establishes a set of transport priorities for the Department to deliver against. RTPI NI responded to the consultation questions, with support from the Policy and Research Forum.

 

Q. To what extent do you agree with the Transport Strategy's vision?

'To provide a sustainable, safe, accessible and effective transport system which meets the region’s climate change requirements, serves the needs of urban and rural communities, and supports economic growth.' 

Strongly agree. 

The RTPI published a report in June 2020 entitled 'Plan the World We Need'. Many of the findings and recommendations in that report are wide-ranging as they came from the Committee on Climate Change, Institute for Public Policy Research, Environmental Justice Commission, and National Infrastructure Commission, amongst others.  

The report focused on three aspects: sustainability, resilience, and inclusivity, with recommendations for planning policy under each one. Both the priority themes and the overarching principles in that report align with those in the DfI’s Transport Strategy vision. 

 

Q. To what extent do you agree with the reasons for change set out in the Strategy?

• Traffic Congestion; 

• Climate Change; 

• Health and Wellbeing; 

• Road Safety and 

• Equality. 

Agree. 

 

Q. Are there any other areas that are driving ‘a need for change’ in our transport network that the Transport Strategy should address?

Whilst some of the reasons for change come close to mentioning this (e.g. Equality, Health and Wellbeing), planning for an ageing population needs to be at the forefront of our planning priorities. The proportion of the population aged 65 or over in Northern Ireland has increased from 13.1% in mid-1998 to 17.8% in mid-2023. In contrast, the proportion of the population aged 0 to 15 years in NI has decreased from 24.5% in mid-1998 to 20.2% in mid-2023 (Source: NISRA, June 2025). 

In addition to the everyday challenges associated with ageing, such as changes to sight, hearing and mobility, there is also an increase in the prevalence of dementia in Northern Ireland. Currently, 1 in 11 people over the age of 65 have dementia in the UK. Research published by the Alzheimer’s Society in 2023 noted that Northern Ireland is projected to have the largest increase in the number of people living with dementia across the UK by 2040. This is because the size of the older population in Northern Ireland is expected to increase much faster than in the rest of the UK.  

People with dementia experience specific barriers to mobility (from the journey planning stage right through to reaching their destination), but these barriers, if addressed, would also improve the transport network for everyone.  

 

Q. To what extent do you agree with Strategic Priority 1?

 'Transport is Resilient and Sustainable' 

Strongly agree. 

 

Q. Do you agree with the Strategy’s approach to reducing the Carbon Impact of Transport?

Strongly disagree. 

The Strategy’s approach is to firstly switch fuels to zero emissions or low emissions vehicles as the Strategy claims this to be ‘the most realistic and deliverable means to reduce transport carbon emissions’. Secondly the approach will focus on shifting car journeys to sustainable transport modes and reducing the need to travel altogether through land use planning. This approach is fundamentally flawed. It is the opposite to accepted research and practice in modern transport and land use planning and is at odds with the Vision and Validation approach claimed elsewhere in the Strategy. The fuel-switch-first approach maintains the need for private vehicles (and the carbon impact of producing them/the energy to run them), the need for road space (which has a detrimental impact on place-making, streetscape, and surface water flooding), and encourages the continuation of unhealthy lifestyle choices. Also, any fuel switch needs a just transition. People without off-street parking (often in the most deprived areas) will have to pay to use expensive commercial chargers rather than benefit from cheaper home energy tariffs. 

Research published by the RTPI in 2021 on 'Net Zero Transport' emphasized a place-based approach to policy-making which prioritises measures to reduce the overall need to travel, followed by those which shift trips to active, public and shared transport, and finally those which switch vehicles to cleaner fuels. By following this hierarchy, decarbonisation acts as a catalyst for reducing car dependency and creating healthier, safer and more equitable communities. By contrast, the switch to cleaner fuels only accounts for just over half of the necessary emission reductions and does not tackle other negative impacts of car dependency such as poorer health outcomes, increased strain on public services, and economic resilience. 

Achieving this requires a decisive break with the conventional approach of meeting predicted changes in travel demand with new road capacity. The scale of this challenge requires a truly integrated approach that unites transport and land use planning to deliver place-based visions which meet ambitious targets for trip reduction, modal shift and carbon reduction, alongside other economic, social and environmental objectives. 

 

Q. Integrated Transport and Land Use Planning has a key role to play in supporting our transport objectives. What can the Department do to promote more sustainable patterns of transport and travel?

The Strategy’s mention of transport plans is welcome, but this is only half of the picture as it focuses on improved transport infrastructure in the existing built environment. Rather, we need a fundamental shift in our approach in Northern Ireland to transport and land use planning, with a place-based, holistic approach from the outset.  

The planning system in Northern Ireland should prioritise development that enables growth whilst achieving a substantial reduction in travel demand. This should focus on maximising the potential for local living by ensuring that most people can access a wide range of services, facilities and public spaces by walking and cycling. Increased home working, digital service delivery, and new forms of flexible work and community spaces will play a key role, alongside investment in place. 

Achieving these place-based visions requires a policy framework that puts the reduction of carbon at the heart of decision making, and enables the planning, funding and delivery of the necessary interventions to create genuinely sustainable communities. Planning policy provides a strong mechanism and guide to managing development with a place-based approach, ensuring that the local context is considered and opportunities are utilised to ensure maximum benefits for climate mitigation. Therefore local planning services need to be suitably resourced, technical and financial support provided to planners to address any barriers to delivery, investment in data sharing prioritised for digital collaboration and engagement, and the professional decision-making of planning officers respected as they seek to make holistic place-based decisions that are equitable and climate conscious. 

 

Q. Do you agree with the Vision and Validate approach to Transport Planning?

Agree. 

RTPI NI is in agreement with this approach, but the Strategy also needs to espouse a place-based rather than a sectoral approach. A place-based approach means that policies relating to resilience and sustainability are integrated into land use policies and development decisions at the start, as well as investment decisions, and behaviour change of all individuals in society towards sustainable choices is encouraged through the creation of environments that encourage low carbon lifestyles.  

For instance, this means ensuring that new housing schemes are connected to the public transport network to enable residents to access employment opportunities by sustainable transport; locating retail and other local amenities within walking or cycling distance to reduce dependence on car trips; and ensuring that the buildings themselves are energy efficient to reduce the carbon impact whilst also reducing energy costs for the residents. Research published by the RTPI in 2021 provides the evidence base for a 'Place-Based Approach to Climate Change'.  

 

Q. Do you have comments on the Place and Movement Framework?

RTPI NI is supportive of the Place and Movement Framework, however, the Strategy’s focus at present is more on Movement rather than Place. There are some important omissions, for instance, places to rest or sit are vital for an ageing population, the importance of which was noted in our response to Q4. It should be noted that the environment is ‘disabling’ – people are only ‘disabled’ by a poorly accessible environment. The emphasis needs to be on good design from the outset for all sectors of the population, rather than the need for people with various needs to adapt to the space (or stay at home). Perhaps the Transport Strategy could follow the Healthy Streets toolkit, using 10 indicators of good design for Place and Movement: 1. Pedestrians from all walks of life 2. Easy to cross 3. Shade and shelter 4. Places to stop and rest 5. Not too noisy 6. People choose to walk, cycle and use public transport 7. People feel safe 8. Things to see and do 9. People feel relaxed 10. Clean air. 

Collaboration between partners is vital to promote and achieve good design. For example, the Placemaking Wales Charter has been developed by Welsh Government and the Design Commission for Wales in collaboration with the Placemaking Wales Partnership – a multi-disciplinary group representing professions and organisations working within the built and natural environment, of which RTPI Cymru is a member. The Charter outlines six placemaking principles that cover the range of considerations that contribute to establishing and maintaining good design of places: 1. People and community 2. Location 3. Movement 4. Mix of uses 5. Public realm 6. Identity. Partners sign up to the Charter and commit to undertaking their own work to promote good design and placemaking in their activities and to share good practice. 

 

Q. What do you consider is the best way to engage with people to encourage them to change their travel behaviours?

A carrot and stick approach is required. For instance, integrated transport networks (with simple and affordable ticketing) should be accompanied by access and parking restrictions to encourage modal shift away from the private vehicle. This will create liveable streets and ensure that sustainable modes are the attractive option. Employers have a role to play in this, supporting staggered start and end times to enable employees to take public transport outside of the peak times; not issuing parking permits as standard; and facilitating cycle to work schemes.  

Behaviour change also needs to start at a young age, with school children receiving education about the benefits of public transport usage and active travel, and receiving incentives to use these modes as their option for school travel. When sustainable modes are normalised for children, they are more likely to continue to use them as young adults and adults. 

 

Q. What are the main Travel Demand Management measures that the framework should consider?

We support the Travel Demand Management measures set out (reallocation of road space, network management and behavioural change). Within those three pillars, both push and pull measures should be included, such as: creating exclusion zones around schools to restrict car drop-off and encourage the use of sustainable modes instead; encouraging employers to flex start and end times so that employees can use public transport outside the peak; integrating the public transport network (bus and train) together with affordable and simple ticketing; and providing bus priority to shorten journey times by bus. These measures need to work in tandem i.e. the reallocation of road space will not work if sustainable modes are not improved at the same time. 

 

Q. The reallocation of road space in our urban areas is seen as a key measure to support the Department’s Strategic Priorities. Do you agree with this approach?

Strongly Agree 

 

Q. Do you agree with the Strategy’s approach to the transition to zero and low emission fuels?

Agree. 

However, as noted in Q6 on reducing the carbon impact of transport, the approach should be firstly to prioritise measures to reduce the overall need to travel, followed by measures which shift trips to active, public and shared transport, and finally measures which switch vehicles to cleaner fuels. 

 

Q. Do you have any other comments on the Resilient and Sustainable section of the Strategy?

No additional comments. 

 

Q. To what extent do you agree with Strategic Priority 2?

 'Transport supports connected and inclusive communities.' 

Strongly agree. 

 

Q. Do you agree with the Strategy’s approach to creating an inclusive transport system?

Agree. 

It should be noted that the environment is ‘disabling’ for many people – people (particularly with mobility difficulties) are only ‘disabled’ by a poorly accessible environment. The emphasis needs to be on good design from the outset for all sectors of the population, rather than the need for people with various needs to adapt to the space (or stay at home). For this reason, co-design should be pursued as a policy approach. More inclusive design from the start will avoid expensive and complex retro-fit, and overall save time, save money, and improve scheme popularity.  

Creating an accessible, inclusive built environment that enables everyone to play an equal role in society is important in protecting and enhancing the well-being of all communities. The 2020 World Bank Handbook for Gender-Inclusive Planning & Design reported that: 'In general, cities work better for heterosexual, able-bodied, cisgender men than they do for women, girls, sexual and gender minorities, and people with disabilities. Key aspects of the built urban environment – related to access, mobility, safety and freedom from violence, health and hygiene, climate resilience, and security of tenure – create disproportionate burdens for women, girls, and sexual and gender minorities of all ages and abilities, thus exacerbating and reinforcing existing gender inequities”. 

As planners, we recognise the need to prioritise inclusive design in enhancing our built environment. The planning system presents a crucial opportunity to ensure that our public spaces are futureproofed and resilient against the threat of violence towards women and girls. Public space plays a large role in increasing perceptions of safety and belonging, and planners and the planning system are intrinsic to embedding gender sensitive design. However, focusing only on safety in urban design further perpetuates limiting views on the experience of women and girls. Women and girls, when surveyed, are as keen to talk about the design of streets and public spaces as they are to discuss provision in parks, biodiversity, opportunities for children to play, the harms caused by high levels of pollution and the fact that they would like greater opportunity to socialise in parks and outdoor spaces. Feeling safe is important, but, perpetuating the narrative that women and girls are potential victims and limiting discussions about gender inclusivity to safety, is missing an opportunity to think about the big picture changes that can happen when places are designed by and for everyone. 

Gender mainstreaming is an approach to policy-making that takes into account both women's and men's interests and concerns. Gender mainstreaming at policy level through design guidance can, over time, help to shift the culture of a place, the aspiration being to create something new that is of benefit to all people of all backgrounds and genders. 

 

Q. Do you agree with the Strategy's approach to Transport Integration?

Strongly agree. 

Public transport modes and active travel must be integrated in terms of network, interchange facilities, timetabling, and ticketing, in order to be an attractive alternative to travel by private car.

 

Q. Do you agree that the maintenance and improvement of the Regional Strategic Transport network (road, interurban bus and rail) should remain a key priority for the Department?

Strongly agree. 

Serving Belfast International and Belfast City airports by more sustainable transport modes must be a key priority i.e. linking them to key metropolitan areas by rail. 

 

Q. Do you agree with the Strategy’s approach to Active Travel?

Agree. 

However, the Active Travel Delivery Plan currently falls short of best practice. It proposes potential active travel routes, prioritising connections to local schools, to public transport and to town centres in 42 settlements across Northern Ireland (not including Belfast). Whilst these connections are important, there are some notable omissions, such as connections to blue and green infrastructure including play spaces and parks. In addition, the approach seems somewhat flawed: RTPI NI would propose instead that connections are prioritised for active travel where there is no public transport link. We do not want to be shifting people off public transport to use active travel, so much as shifting car drivers and passengers from using the private car to using the sustainable options of public transport, walking and cycling. Therefore, active travel needs to be considered holistically along with public transport provision, and areas with a low level of public transport accessibility prioritised for active travel infrastructure. In addition, growth areas shown in emerging Local Development Plan strategies should be taken into consideration and not just existing development, so that the ATDP is future proofed. This would be a perfect opportunity to start to align land use and transport planning, with a place-based approach rather than a sectoral one. 

 

Q. Do you agree with the Strategy’s approach to Micro Mobility?

Agree 

 

Q. Do you agree with the Strategy’s approach to Motorbikes?

Agree

 

Q. Do you agree with the Strategy's approach to Bus and Coach?

Agree 

The bus network is vital to promote social inclusion and access to services for those for whom active travel is not possible due to health issues. Bus infrastructure must be co-designed with user groups such as the Alzheimer’s Society, to ensure that simple but vital provisions are in place (e.g. seats in bus shelters, clear timetables, clear system of route numbering etc) to enable older people to use the bus network confidently and independently. 

Effective integration between bus and rail timetables is also vital. 

The success of Transport for Ireland’s Local Link service could be taken as inspiration. The TFI network of scheduled and demand-responsive bus services now plays a vital role in addressing rural isolation, improving access to services, and supporting local economies. TFI Local Link operates more than 1,000 routes – around 300 of which run to set timetables, while the rest are pre-booked demand responsive transport (DRT). 

 

Q. Do you agree with the Strategy's approach to the Rail Network?

Agree 

As noted above, serving Belfast International and Belfast City airports by more sustainable transport modes must be a key priority i.e. linking them to key metropolitan areas by rail. In addition, the interworking of bus and rail timetables is vital to enable end-to-end sustainable journeys. 

 

Q. Do you agree with the Strategy's approach to Community Transport?

Agree 

For guidance, see TfI’s Local Link service, which operates more than 1,000 routes – around 300 of which run to set timetables, while the rest are pre-booked demand responsive transport (DRT). 

 

Q. Do you agree with the Strategy's approach to Private Operators?

Agree 

 

Q. Do you agree with the Strategy's approach to Taxis?

Agree 

 

Q. Would you like to add any further comments on public and shared transport?

No further comments 

 

Q. Do you agree with the Strategy's approach to the Road Network?

Agree 

 

Q. Do you agree with the Strategy’s approach to Parking?

Agree 

RTPI NI believes that parking issues cannot be considered in isolation and must be viewed holistically as part of a wider strategy to create sustainable, well-connected places that are widely accessible by walking, cycling and public transport. Promoting the use of public transport and active travel over car use in our existing towns and in new developments could allow valuable amenity space and / or the creation of valuable habitats such as hedgerows etc. in place of parking areas. This would in turn support and encourage a sense of place, good design principles and promote health and wellbeing within our communities.  We would therefore support a wider review of parking standards alongside a strategy to improve the provision of public transport and active travel for new and existing development, with the aim of achieving better connected places, accessible by sustainable means. 

 

Q. Do you agree with the Strategy's approach to Enforcement?

Agree 

 

Q. Do you have any other comments on the Supports Connected and Inclusive Communities section of the Strategy.

No further comment 

 

Q. To what extent do you agree with Strategic Priority 3?

 'Transport is Safe and Healthy.' 

Strongly agree 

 

Q. Do you agree with the Strategy’s approach to Road Safety?

Agree 

 

Q. Do you agree with the Strategy’s approach to Rail Safety?

Agree 

 

Q. Do you agree with the Strategy’s approach to Improving Air Quality?

Agree 

 

Q. Do you have any other comments on the Safe and Healthy section of the Strategy?

No further comment 

 

Q. To what extent do you agree with Strategic Priority 4?

 'Transport supports green growth.' 

Strongly agree 

 

Q. Do you agree with the Strategy’s approach to Transport and the Green Economy?

Agree 

 

Q. Do you agree with the Strategy’s approach to Freight Movements and Economic Growth?

Agree 

In particular, we are supportive of opportunities to develop rail freight in Northern Ireland.

 

Q. Do you agree with the Strategy’s approach to Ports and Airports?

Agree 

As noted previously, serving Belfast International and Belfast City airports by more sustainable transport modes must be a key priority i.e. linking them to key metropolitan areas by rail. 

 

Q. Do you agree with the Strategy’s approach to Sustainable and Innovative Technologies?

Agree 

Intelligent Transport Systems are important for improving real time decision making and efficiencies in transport, however, it is important to communicate changes effectively – some vulnerable users of transport systems rely on consistency in routes etc and therefore can be confused if routes are subject to last minute changes. Clear and timely communication is key to building public confidence in the system. 

 

Q. Do you have any other comments on the Supports Green Growth section of the Strategy?

No further comments 

 

Q. Do you have any comments on the Investment and Delivery section of the Strategy?

We agree that resourcing is a key consideration of investment. A well-resourced, plan-led, positive and transparent planning service, which is proactive in engaging local communities, can bring together objectives across services and help achieve inclusive development and climate action goals. The planning system must have the resources it requires in order to function effectively. 

In the current climate crisis, public transport provision and uptake should be improved and become the more attractive option compared with use of the private car, if we are to reduce emissions and reach our climate action goals. Therefore, we support investment in public transport provision to not only improve connectivity and social inclusion but also to promote climate resilience. 

 

Q. Do you have any comments on the Monitoring and Delivery section of the Strategy?

No comment 

 

Q. Do you have any comments on the Equality Impact Assessment screening?

No comment 

 

Q. Do you have any comments on the Rural Proof Assessment?

No comment