CIHT TP May June 2022

Cover MAY/JUNE 2022 | WWW.CIHT.ORG.UK

REPRO OP

TRANSPORTATION PROFESSIONAL

VERSION

PIONEERING SPIRITS

‘The idea that motorists still reign supreme is everywhere’ PROJECT FOCUS

What the A66 tells us about modern Britain TECHNICAL INSIGHT

SUBS

User-centric design

ART PRODUCTION CLIENT

FREEDOM IS MOVEMENT! How trailblazing inclusive transport systems are unlocking urban spaces

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91CIHMAY22101.pgs 11.05.2022 12:19

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IN THE WAKE OF A £2BN INVESTMENT in active travel by the UK government, a new module has been added to XMAP’s Geographic Information System (GIS), a cloud-based service which helps local councils analyse their existing transport infrastructure, assess any accessibility issues, and compare and contrast walking, cycling and driving times. Bath & North East Somerset Council is now set to be the first to trial the module.

“Active travel has so many positives for individuals and communities, not to mention the environmental impact of a reduced reliance on cars,” says Chris Mewse, MD of XMAP. “Using the XMAP Isochrone tool, planners can understand how the existing infrastructure is enabling or restricting green journeys.”

Mewse adds that the service can also “model and visualise how improvements can be made to the transport network”.

XMAP

XXXXXXXX

XMAP marks the spot

MARCH/APRIL 2022 TP 3

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91CIHMAY22102.pgs 11.05.2022 12:15

Snapshot, 1

S N A PSHOT

VERSION REPRO OP

CONTENTS 14

SUBS

Sometimes you just need a bit of blue-sky thinking to make transport truly inclusive...

THE CHARTERED INSTITUTION OF HIGHWAYS & TRANSPORTATION 119 Britannia Walk, London, N1 7JE Tel: 02073 361555 info@ciht.org.uk www.ciht.org.uk

PLANNING FOR CIHT’S FUTURE

MAY/ JUNE 2022

C

42

For Amélie Cossé, moving to Canada was a chance to make beautiful urban spaces

ART

Transportation Professional ©2022. ISSN: 1478-4467 Incorporated by Royal Charter.

CIHT is a charity registered in England (1136896), Scotland (SC040873) and the Republic of Ireland (20103989).

Published on behalf of CIHT by: Think Media Group, 20 Mortimer Street, London, W1T 3JW Tel: 02037 717200

CLIENT

Editor John Challen john.challen@ thinkpublishing.co.uk Group Creative Director Matthew Ball Managing Editor James Sutton Client Engagement Manager Melissa Michael Content Development Director Matthew Rock Executive Director Jackie Scully Advertising Ben Sellers 02037 717238 ben.sellers@ thinkpublishing.co.uk Opinions expressed in articles do not necessarily represent those of the Chartered Institute of Highways and Transportation.

The publishers cannot accept responsibility for claims made by contributors, advertisers or readers.

6

COVER: MITCH BLUNT. SHUTTERSTOCK, JON ROWLEY

PRODUCTION

Transportation Professional is available online in the My CIHT section of ciht.org.uk

20

At National Highways, priorities are changing for the net-zero age

Active travel may be higher up the agenda than it was in the ’70s, but big challenges remain

IHT’S TRUSTEES convened in person in April – a welcome change from seeing each other through a computer screen – to have some in-depth discussions about the future of the Institution. I thought I would take this opportunity to update you on some of the main points.

The first order of business was reviewing CIHT’s financial situation.

After looking at the figures, we concluded that CIHT is in a good and sustainable position, which unfortunately isn’t the case for all organisations working in our space.

We also had a discussion about risk, specifically the Board of Trustees’ appetite for risk. We are keen to innovate and continue to influence but, at the same time, we need to protect the Institution and members from undue risk, be that reputational or financial.

What’s more, we also discussed the importance of our ever-growing and successful network of partners.

Currently, we have more than 100 partners, ranging from the tier ones, twos and threes through to our public-sector and research partners. We want to nurture and grow this network, because it’s important for CIHT to remain a conduit for exchange and dialogue between different parts of the industry. We want to channel more knowledge into CIHT and serve as

a safe space for discussing the big issues facing the industry, no matter how controversial they may be. If you’re interested in being a part of that, please do get in touch.

One of the most important elements on the board’s agenda was our new digital learning platform, CIHT Learn (turn to page 9 for more on that). The required skills and competencies in our industry are ever changing, and that’s why CIHT Learn will give everybody access to a range of bite-sized learning.

CHANGE AT THE TOP At our Council AGM in June, we will formally elect our new president, Neil Johnstone. I look forward to welcoming Neil and working with him over the term of his presidency.

I would also like to thank our outgoing president Deborah Sims for her huge commitment to – and enthusiasm for – the role during what has been a period of unprecedented challenges both for us and for our members.

AND FINALLY… I hope that CIHT members enjoyed the first edition of your new-look TP magazine. The feedback we’ve had so far has been very positive, but we would welcome more of your comments. You can contact us at communications@ciht.org.uk.

Printed by The Manson Group, St Albans.

PODCAST Don’t forget to tune in to Transport Talks, available via Spotify and Apple Podcasts

4 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

TRENDS 6 Five minutes on...

Sustainability at National Highways 8 Five things to know about...

Our latest offering, CIHT Learn 9 On the map Active travel news from across the UK 11 Let’s go!

How Leicestershire’s getting active 12 Debate Smart motorways – a smart idea?

FEATURES 14 Cover story We explore the places and schemes putting inclusive transport ideas into action 20 Pioneering spirits John Grimshaw CBE, a leading light in active travel, discusses the latest challenges

TP PROGRESS facing the movement, from HS2’s missed opportunities to the post-Brexit funding headache 26 Project focus In Cumbria and North Yorkshire, the A66 is a road which says a lot about modern Britain

32 The view from here Michelle Wood 34 Masterclass Sustainable planning with Zeina Nazer 38 How to...

Deliver active travel in the desert 40 Technical insight User-centric mobility

“The required skills and competencies in our industry are changing” Sue Percy CBE, chief executive, CIHT

MAY/JUNE 2022 TP 5

91CIHMAY22103.pgs 11.05.2022 12:16

Contents, 1

O U R IM PACT

VERSION REPRO OP

CONTENTS 14

SUBS

Sometimes you just need a bit of blue-sky thinking to make transport truly inclusive...

THE CHARTERED INSTITUTION OF HIGHWAYS & TRANSPORTATION 119 Britannia Walk, London, N1 7JE Tel: 02073 361555 info@ciht.org.uk www.ciht.org.uk

PLANNING FOR CIHT’S FUTURE

MAY/ JUNE 2022

C

42

For Amélie Cossé, moving to Canada was a chance to make beautiful urban spaces

ART

Transportation Professional ©2022. ISSN: 1478-4467 Incorporated by Royal Charter.

CIHT is a charity registered in England (1136896), Scotland (SC040873) and the Republic of Ireland (20103989).

Published on behalf of CIHT by: Think Media Group, 20 Mortimer Street, London, W1T 3JW Tel: 02037 717200

CLIENT

Editor John Challen john.challen@ thinkpublishing.co.uk Group Creative Director Matthew Ball Managing Editor James Sutton Client Engagement Manager Melissa Michael Content Development Director Matthew Rock Executive Director Jackie Scully Advertising Ben Sellers 02037 717238 ben.sellers@ thinkpublishing.co.uk Opinions expressed in articles do not necessarily represent those of the Chartered Institute of Highways and Transportation.

The publishers cannot accept responsibility for claims made by contributors, advertisers or readers.

6

COVER: MITCH BLUNT. SHUTTERSTOCK, JON ROWLEY

PRODUCTION

Transportation Professional is available online in the My CIHT section of ciht.org.uk

20

At National Highways, priorities are changing for the net-zero age

Active travel may be higher up the agenda than it was in the ’70s, but big challenges remain

IHT’S TRUSTEES convened in person in April – a welcome change from seeing each other through a computer screen – to have some in-depth discussions about the future of the Institution. I thought I would take this opportunity to update you on some of the main points.

The first order of business was reviewing CIHT’s financial situation.

After looking at the figures, we concluded that CIHT is in a good and sustainable position, which unfortunately isn’t the case for all organisations working in our space.

We also had a discussion about risk, specifically the Board of Trustees’ appetite for risk. We are keen to innovate and continue to influence but, at the same time, we need to protect the Institution and members from undue risk, be that reputational or financial.

What’s more, we also discussed the importance of our ever-growing and successful network of partners.

Currently, we have more than 100 partners, ranging from the tier ones, twos and threes through to our public-sector and research partners. We want to nurture and grow this network, because it’s important for CIHT to remain a conduit for exchange and dialogue between different parts of the industry. We want to channel more knowledge into CIHT and serve as

a safe space for discussing the big issues facing the industry, no matter how controversial they may be. If you’re interested in being a part of that, please do get in touch.

One of the most important elements on the board’s agenda was our new digital learning platform, CIHT Learn (turn to page 9 for more on that). The required skills and competencies in our industry are ever changing, and that’s why CIHT Learn will give everybody access to a range of bite-sized learning.

CHANGE AT THE TOP At our Council AGM in June, we will formally elect our new president, Neil Johnstone. I look forward to welcoming Neil and working with him over the term of his presidency.

I would also like to thank our outgoing president Deborah Sims for her huge commitment to – and enthusiasm for – the role during what has been a period of unprecedented challenges both for us and for our members.

AND FINALLY… I hope that CIHT members enjoyed the first edition of your new-look TP magazine. The feedback we’ve had so far has been very positive, but we would welcome more of your comments. You can contact us at communications@ciht.org.uk.

Printed by The Manson Group, St Albans.

PODCAST Don’t forget to tune in to Transport Talks, available via Spotify and Apple Podcasts

4 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

TRENDS 6 Five minutes on...

Sustainability at National Highways 8 Five things to know about...

Our latest offering, CIHT Learn 9 On the map Active travel news from across the UK 11 Let’s go!

How Leicestershire’s getting active 12 Debate Smart motorways – a smart idea?

FEATURES 14 Cover story We explore the places and schemes putting inclusive transport ideas into action 20 Pioneering spirits John Grimshaw CBE, a leading light in active travel, discusses the latest challenges

TP PROGRESS facing the movement, from HS2’s missed opportunities to the post-Brexit funding headache 26 Project focus In Cumbria and North Yorkshire, the A66 is a road which says a lot about modern Britain

32 The view from here Michelle Wood 34 Masterclass Sustainable planning with Zeina Nazer 38 How to...

Deliver active travel in the desert 40 Technical insight User-centric mobility

“The required skills and competencies in our industry are changing” Sue Percy CBE, chief executive, CIHT

MAY/JUNE 2022 TP 5

91CIHMAY22103.pgs 11.05.2022 12:16

Contents, 1

O U R IM PACT

VERSION

UPDATE YOUR THINKING

Trends 1, 1

TRENDS

A NECESSARY EVIL Maintenance and construction on the road network produced around 734,000 tonnes of CO2 in 2020

REPRO OP

£12.6

THE BIG NUMBER

SUBS

bn

ART PRODUCTION

FIVE MINUTES ON…

CLIENT

‘Less construction and fewer lane capacity schemes’ National Highways has a new division, tasked with keeping an eye on the key net-zero targets and other sustainability issues. Here’s how it plans to deliver for road users WORDS / STEPHEN ELDERKIN

NATIONAL HIGHWAYS’ NEW environmental sustainability division brings together the existing environmental teams and a new carbon team. The first order of business is delivering against our net-zero commitments, and that means getting our house in order by eliminating our corporate carbon emissions by 2030.

Another goal is to become more sophisticated in the management of our soft estate. National Highways has a lot of land, but we don’t always maximise its environmental value. We want to plant 3 million trees, generate renewable energy and increase biodiversity, but naturally you can’t do all of that on the same piece of land.

that with less construction and fewer traditional lane capacity schemes. For transport planning professionals, that means looking at how we set up schemes’ initial objectives. The environmental credentials need to be in there from the outset.

Maintenance isn’t going anywhere

Our existing road network is a national treasure; we’ve sunk a lot of time, money and carbon into building it. Our first priority should be maintaining the serviceability of that asset.

Stephen Elderkin is director of environmental sustainability at National Highways 6 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

Rick Green, chair of the Asphalt Industry Alliance, warns that there’s currently a “backlog” – the amount needed as a one-off payment to bring the network up to a condition that could be managed effectively – of £12.6bn.

“Local authorities have a statutory obligation to maintain roads but, in our opinion, they’re not receiving enough funding to do that – and that’s been the case for years,” says Green.

There’s a three-stage plan in place

We have three different net-zero targets to meet.

The first is 2030, when our corporate emissions will reach net zero. For example, most of our energy usage goes into lighting the network, so we will install more energy-efficient items and buy all of our power from renewable sources.

The second target is 2040, when construction and maintenance will reach net zero. We will still have an awful lot of construction activity on the go at that time, which is challenging.

But we will implement a carbon management framework, which means that all of our projects will measure and monitor their carbon output.

The final target is 2050, by which stage we’re aiming for full net zero. Users are currently responsible for around 98% of the emissions on our network, so I’m optimistic about the role of electrification.

A new strategy is on the way

We need to rethink new roads One interesting and challenging aspect of the environmental agenda is that it potentially changes National Highways’ strategic focus.

Our purpose will still be connecting the country, delivering value in terms of people being able to visit their workplaces, family and friends, and in terms of goods being able to move around easily. But we want to achieve

That’s almost certainly going to give you the best bang for your carbon buck.

Then we need to be as efficient as possible with maintenance. That means looking at embedded sensors and the latest surveying technology to target our maintenance and renewals activities so that we’re not doing anything we don’t really need to do.

I’m not saying there will be no new road schemes, but we need to stretch our ambition to minimise the construction.

The most recent survey of local authorities’ highway departments has revealed some shocking shortfalls in carriageway investment.

The 2022 Annual Local Authority Road Maintenance (ALARM) survey by the Asphalt Industry Alliance reports that highways maintenance budgets have increased by an average of 4%, but that the raw figure being invested in carriageways has actually gone down.

Over the next year, a division of 50 people will develop our new, broader environmental strategy.

That’s because, while net zero is an important part of sustainability, water and air quality, noise, heritage assets and landscapes are big issues too.

72 hybrid patrol cars were added to the fleet last year

WANT TO READ MORE? Explore National Highways’ full net-zero plans at: www.nationalhighways.co.uk/netzerohighways

READ THE FULL SURVEY RESULTS AT www.asphaltuk.org/alarm-survey-page

MAY/JUNE 2022 TP 7

91CIHMAY22104.pgs 11.05.2022 15:01

VERSION

UPDATE YOUR THINKING

Trends 1, 1

TRENDS

A NECESSARY EVIL Maintenance and construction on the road network produced around 734,000 tonnes of CO2 in 2020

REPRO OP

£12.6

THE BIG NUMBER

SUBS

bn

ART PRODUCTION

FIVE MINUTES ON…

CLIENT

‘Less construction and fewer lane capacity schemes’ National Highways has a new division, tasked with keeping an eye on the key net-zero targets and other sustainability issues. Here’s how it plans to deliver for road users WORDS / STEPHEN ELDERKIN

NATIONAL HIGHWAYS’ NEW environmental sustainability division brings together the existing environmental teams and a new carbon team. The first order of business is delivering against our net-zero commitments, and that means getting our house in order by eliminating our corporate carbon emissions by 2030.

Another goal is to become more sophisticated in the management of our soft estate. National Highways has a lot of land, but we don’t always maximise its environmental value. We want to plant 3 million trees, generate renewable energy and increase biodiversity, but naturally you can’t do all of that on the same piece of land.

that with less construction and fewer traditional lane capacity schemes. For transport planning professionals, that means looking at how we set up schemes’ initial objectives. The environmental credentials need to be in there from the outset.

Maintenance isn’t going anywhere

Our existing road network is a national treasure; we’ve sunk a lot of time, money and carbon into building it. Our first priority should be maintaining the serviceability of that asset.

Stephen Elderkin is director of environmental sustainability at National Highways 6 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

Rick Green, chair of the Asphalt Industry Alliance, warns that there’s currently a “backlog” – the amount needed as a one-off payment to bring the network up to a condition that could be managed effectively – of £12.6bn.

“Local authorities have a statutory obligation to maintain roads but, in our opinion, they’re not receiving enough funding to do that – and that’s been the case for years,” says Green.

There’s a three-stage plan in place

We have three different net-zero targets to meet.

The first is 2030, when our corporate emissions will reach net zero. For example, most of our energy usage goes into lighting the network, so we will install more energy-efficient items and buy all of our power from renewable sources.

The second target is 2040, when construction and maintenance will reach net zero. We will still have an awful lot of construction activity on the go at that time, which is challenging.

But we will implement a carbon management framework, which means that all of our projects will measure and monitor their carbon output.

The final target is 2050, by which stage we’re aiming for full net zero. Users are currently responsible for around 98% of the emissions on our network, so I’m optimistic about the role of electrification.

A new strategy is on the way

We need to rethink new roads One interesting and challenging aspect of the environmental agenda is that it potentially changes National Highways’ strategic focus.

Our purpose will still be connecting the country, delivering value in terms of people being able to visit their workplaces, family and friends, and in terms of goods being able to move around easily. But we want to achieve

That’s almost certainly going to give you the best bang for your carbon buck.

Then we need to be as efficient as possible with maintenance. That means looking at embedded sensors and the latest surveying technology to target our maintenance and renewals activities so that we’re not doing anything we don’t really need to do.

I’m not saying there will be no new road schemes, but we need to stretch our ambition to minimise the construction.

The most recent survey of local authorities’ highway departments has revealed some shocking shortfalls in carriageway investment.

The 2022 Annual Local Authority Road Maintenance (ALARM) survey by the Asphalt Industry Alliance reports that highways maintenance budgets have increased by an average of 4%, but that the raw figure being invested in carriageways has actually gone down.

Over the next year, a division of 50 people will develop our new, broader environmental strategy.

That’s because, while net zero is an important part of sustainability, water and air quality, noise, heritage assets and landscapes are big issues too.

72 hybrid patrol cars were added to the fleet last year

WANT TO READ MORE? Explore National Highways’ full net-zero plans at: www.nationalhighways.co.uk/netzerohighways

READ THE FULL SURVEY RESULTS AT www.asphaltuk.org/alarm-survey-page

MAY/JUNE 2022 TP 7

91CIHMAY22104.pgs 11.05.2022 15:01

VERSION REPRO OP

Mapping progress

SUBS

An update on the latest active travel initiatives which have been taking root in all four regions of the UK

Go to www.cihtlearn.org.uk to get started

ART

CIHT Learn

PRODUCTION CLIENT

A fresh approach to picking up best-practice advice and the latest industry developments has arrived. Welcome to CIHT Learn…

Thanks to Carrie Playford, digital learning and content manager, and Peter Connolly, director of corporate and business services at CIHT, for their input.

1

Learning will never be the same again

CIHT Learn is a new online platform which allows people to study in bite-sized chunks. Not only does it offer a wide range of resources, but it also enables CIHT members to track their own continuing professional development. It’s designed to be a convenient, accessible and modern platform.

When conducting research, CIHT found that people could only spare around 20 minutes of learning time a week, so the modules have been designed around that. The structure allows people to watch or listen to a webinar or podcast, or complete a 10-minute learning module with ease.

2

Demand came from both sides

CIHT has never delivered extensive structured training of this kind before, so CIHT Learn is a huge opportunity for members. It also meets CIHT’s strategic aims of equipping people with the right skills and also promoting education and training.

A lot of work went into creating a programme that covers the right spread of information.

From the results of CIHT’s research, it was clear that there was a huge appetite for what eventually became CIHT Learn.

3

The platform will keep growing

There are 10 courses available to members to start with, but CIHT Learn will quickly evolve to meet the demands of members and to reflect changing trends within the industry.

Ideas such as competency-based frameworks will be introduced, as well as qualifications attached to the learning elements.

8 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

WORDS / JOHN CHALLEN

The 10 courses currently available on CIHT Learn include sustainable transport, carbon literacy, EDI, preparing for a professional review, and cybersecurity. The modules will be reviewed annually to make sure they saty relevant. Some of them will be time-sensitive, and others might be updated with more detailed content, or to include the latest developments such as changes to regulations.

4

It’s open to everyone

The new initiative is not compulsory, but CIHT members are advised that there is plenty to gain from looking at what’s on offer. Equally, online learning might not be for everyone, so the emphasis here is on the ability to learn fast – in every sense. As each module only takes around 15 minutes, they’re easier to engage with than a course that takes an hour or more.

Videos and quizzes help to add some fun into proceedings, and CIHT Learn can also be accessed on tablets and smartphones for added flexibility.

The courses are being actively promoted to those outside CIHT, with most courses being made available to non-members for a fee. It is hoped that prospective members will see the value of joining CIHT and sign up for more.

5

You can set your own goals

All of the modules have a pass mark of 80% on the final quiz in order for users to complete the course and gain an hour’s worth of CPD points. On completion of a course, users will receive a certificate, and the CPD hours can be logged on their CPD dashboard.

CIHT Learn enables users to track their progress, add activities, complete a personal SWOT analysis and design a personalised development plan for the future.

SCOTLAND

NORTHERN IRELAND

ENGLAND

WALES

Helped by a record level of active travel funding for 2022/23, the Scottish government has been able to plan its next steps to get more people moving north of the border.

In March, Patrick Harvie, minister for active travel, detailed a number of steps to help make walking and cycling easier for Scots.

Firstly, the amount of money made available to local authorities via the Cycling, Walking and Safer Routes budget is up from £24m to £35m. There is also double the funding (up to £10m) for the national cycle network in 2022/23.

During COVID-19, Scotland received support from Sustrans to provide free bikes. That initiative has been continued for children of school age who can’t afford them. There are currently 10 pilot projects, which are set to benefit 3,000 children.

There is now talk of Northern Ireland following Wales in passing an Active Travel Act to benefit pedestrians and cyclists in the region. Several initiatives, such as a travel challenge and an £11m investment in the region, have pushed active travel to the front of many people’s minds.

In March, infrastructure minister Nichola Mallon unveiled plans to add 193km to Belfast’s cycle lanes via 50 new schemes. Trial routes would be integrated in three stages between 2022 and 2031. In the short term, one idea is to join up existing parts of the network, adding 33km to the city’s cycle lanes.

Meanwhile, plans are also being discussed to help Belfast follow Paris’s lead as a “15-minute city”, where key destinations like schools and supermarkets are located within easy walking distance of people’s homes.

The beginning of the year saw the introduction of Active Travel England (ATE), a new executive agency from the Department for Transport.

Headquartered in York, ATE will be a major player in helping to deliver a healthier, safer and carbonneutral transport system.

ATE will manage England’s active travel budget, award project funding and inspect completed schemes. The agency will also be tasked with inspecting highways authorities and publishing reports on their performance in terms of active travel provisions. This process will include identifying any “dangerous failings” affecting cyclists and pedestrians.

One other key update related to ATE is the appointment of the former Olympian Chris Boardman MBE as the active travel commissioner for England.

Part of a £30m safety scheme on the A55 in North Wales is set to be completed later this year.

The work includes 4km of active travel routes to help encourage more people to walk and cycle in the area.

Elsewhere, a new and improved section of shared-use path between Cwmdauddwr and Elan village reopened at the end of March. As well as improved surfaces, repairs were made to bridges and gateways, and safer crossing points were introduced for pedestrians and cyclists.

According to Powys County Council, the removal of barriers, plus instructions about leaving crossing gates open, will ensure that the route can be accessed by all users.

That includes wheelchairs, adapted bikes and trailers for young children.

SHUTTERSTOCK

FIVE THINGS TO KNOW ABOUT…

BIG AMBITIONS ATE has set a target of 50% of all journeys being made on foot or by bike by 2030, up from 32% and 3% respectively

HOW COULD IT WORK FOR YOU? Watch our introduction to CIHT Learn at: www.youtube.com/watch?v=csrCm3Uknmg MAY/JUNE 2022 TP 9

91CIHMAY22105.pgs 11.05.2022 12:10

Trends 2, 1

TRENDS

VERSION REPRO OP

Mapping progress

SUBS

An update on the latest active travel initiatives which have been taking root in all four regions of the UK

Go to www.cihtlearn.org.uk to get started

ART

CIHT Learn

PRODUCTION CLIENT

A fresh approach to picking up best-practice advice and the latest industry developments has arrived. Welcome to CIHT Learn…

Thanks to Carrie Playford, digital learning and content manager, and Peter Connolly, director of corporate and business services at CIHT, for their input.

1

Learning will never be the same again

CIHT Learn is a new online platform which allows people to study in bite-sized chunks. Not only does it offer a wide range of resources, but it also enables CIHT members to track their own continuing professional development. It’s designed to be a convenient, accessible and modern platform.

When conducting research, CIHT found that people could only spare around 20 minutes of learning time a week, so the modules have been designed around that. The structure allows people to watch or listen to a webinar or podcast, or complete a 10-minute learning module with ease.

2

Demand came from both sides

CIHT has never delivered extensive structured training of this kind before, so CIHT Learn is a huge opportunity for members. It also meets CIHT’s strategic aims of equipping people with the right skills and also promoting education and training.

A lot of work went into creating a programme that covers the right spread of information.

From the results of CIHT’s research, it was clear that there was a huge appetite for what eventually became CIHT Learn.

3

The platform will keep growing

There are 10 courses available to members to start with, but CIHT Learn will quickly evolve to meet the demands of members and to reflect changing trends within the industry.

Ideas such as competency-based frameworks will be introduced, as well as qualifications attached to the learning elements.

8 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

WORDS / JOHN CHALLEN

The 10 courses currently available on CIHT Learn include sustainable transport, carbon literacy, EDI, preparing for a professional review, and cybersecurity. The modules will be reviewed annually to make sure they saty relevant. Some of them will be time-sensitive, and others might be updated with more detailed content, or to include the latest developments such as changes to regulations.

4

It’s open to everyone

The new initiative is not compulsory, but CIHT members are advised that there is plenty to gain from looking at what’s on offer. Equally, online learning might not be for everyone, so the emphasis here is on the ability to learn fast – in every sense. As each module only takes around 15 minutes, they’re easier to engage with than a course that takes an hour or more.

Videos and quizzes help to add some fun into proceedings, and CIHT Learn can also be accessed on tablets and smartphones for added flexibility.

The courses are being actively promoted to those outside CIHT, with most courses being made available to non-members for a fee. It is hoped that prospective members will see the value of joining CIHT and sign up for more.

5

You can set your own goals

All of the modules have a pass mark of 80% on the final quiz in order for users to complete the course and gain an hour’s worth of CPD points. On completion of a course, users will receive a certificate, and the CPD hours can be logged on their CPD dashboard.

CIHT Learn enables users to track their progress, add activities, complete a personal SWOT analysis and design a personalised development plan for the future.

SCOTLAND

NORTHERN IRELAND

ENGLAND

WALES

Helped by a record level of active travel funding for 2022/23, the Scottish government has been able to plan its next steps to get more people moving north of the border.

In March, Patrick Harvie, minister for active travel, detailed a number of steps to help make walking and cycling easier for Scots.

Firstly, the amount of money made available to local authorities via the Cycling, Walking and Safer Routes budget is up from £24m to £35m. There is also double the funding (up to £10m) for the national cycle network in 2022/23.

During COVID-19, Scotland received support from Sustrans to provide free bikes. That initiative has been continued for children of school age who can’t afford them. There are currently 10 pilot projects, which are set to benefit 3,000 children.

There is now talk of Northern Ireland following Wales in passing an Active Travel Act to benefit pedestrians and cyclists in the region. Several initiatives, such as a travel challenge and an £11m investment in the region, have pushed active travel to the front of many people’s minds.

In March, infrastructure minister Nichola Mallon unveiled plans to add 193km to Belfast’s cycle lanes via 50 new schemes. Trial routes would be integrated in three stages between 2022 and 2031. In the short term, one idea is to join up existing parts of the network, adding 33km to the city’s cycle lanes.

Meanwhile, plans are also being discussed to help Belfast follow Paris’s lead as a “15-minute city”, where key destinations like schools and supermarkets are located within easy walking distance of people’s homes.

The beginning of the year saw the introduction of Active Travel England (ATE), a new executive agency from the Department for Transport.

Headquartered in York, ATE will be a major player in helping to deliver a healthier, safer and carbonneutral transport system.

ATE will manage England’s active travel budget, award project funding and inspect completed schemes. The agency will also be tasked with inspecting highways authorities and publishing reports on their performance in terms of active travel provisions. This process will include identifying any “dangerous failings” affecting cyclists and pedestrians.

One other key update related to ATE is the appointment of the former Olympian Chris Boardman MBE as the active travel commissioner for England.

Part of a £30m safety scheme on the A55 in North Wales is set to be completed later this year.

The work includes 4km of active travel routes to help encourage more people to walk and cycle in the area.

Elsewhere, a new and improved section of shared-use path between Cwmdauddwr and Elan village reopened at the end of March. As well as improved surfaces, repairs were made to bridges and gateways, and safer crossing points were introduced for pedestrians and cyclists.

According to Powys County Council, the removal of barriers, plus instructions about leaving crossing gates open, will ensure that the route can be accessed by all users.

That includes wheelchairs, adapted bikes and trailers for young children.

SHUTTERSTOCK

FIVE THINGS TO KNOW ABOUT…

BIG AMBITIONS ATE has set a target of 50% of all journeys being made on foot or by bike by 2030, up from 32% and 3% respectively

HOW COULD IT WORK FOR YOU? Watch our introduction to CIHT Learn at: www.youtube.com/watch?v=csrCm3Uknmg MAY/JUNE 2022 TP 9

91CIHMAY22105.pgs 11.05.2022 12:10

Trends 2, 1

TRENDS

CIHT Learn VERSION REPRO OP SUBS ART PRODUCTION CLIENT

BLACK YELLOW MAGENTA CYAN

91CIHMAY22126.pgs 11.05.2022 13:58

VERSION

Rethinking the commute

REPRO OP

ON THE MOVE Two-thirds of participants felt that the Let’s Go challenge had made them less reliant on cars

This initiative in Leicestershire saw hundreds of people leave their cars behind and embrace different forms of active travel

SUBS

WORDS / JOHN CHALLEN

ART PRODUCTION CLIENT

THE IDEA WAS SIMPLE ENOUGH: incentivise people to tackle their commutes without a car by rewarding them for the miles they cover. In the case of Leicestershire’s Let’s Go workplace challenge, that incentive came courtesy of BetterPoints, a free app which enables users to log their movements and earn points which can then be redeemed in supermarkets, coffee shops and other stores.

“BetterPoints had been working with the city of Leicester and Leicester County Council for four years, so the Let’s Go challenge was designed to celebrate the beginning of the fifth year of the partnership,” explains Kerri French, programme manager and behaviour change expert at BetterPoints. As an extra incentive, prizes – including an e-bike and vouchers for fitness equipment – were offered to those who took part.

PUBLIC REACTION There was a lot of support for the initiative from the local community, explains French, but it wasn’t easy to get it up and running.

“We started thinking about this during the lockdowns, when the guidance was still very rigid,” she adds. “We were struggling to get into businesses and speak to employees because most were working from home.”

However, by the end of March 2022, 557 people had taken part across 82 workplaces.

The app also generates active travel data for local authorities to analyse

While enthusiasm fluctuated, most of the participants took part in some sort of regular activity. In total, 43,496 active and sustainable miles were travelled by those individuals, helping to save nearly 10,000kg of CO2, and 17,894 active and sustainable journeys were recorded on the app.

NEXT STEPS “What we’ve learned is that BetterPoints is really flexible and that it can be easily tailored to promote all kinds of activities and initiatives,” says French. “With our target audience, it’s important that we ensure they keep up the active travel and are more mindful of that consideration when planning journeys.

“One example of this – again linked to BetterPoints – will be a ‘Park and Stride’ initiative in the area, where parents will be incentivised to park their car at a local cricket or tennis club and then walk their children to school. It should only be a short, five- to eight-minute journey to the school, so we hope that many residents will recognise that and join in, rather than deciding to park in the streets around the school,” she adds.

MAY/JUNE 2022 TP 11

BLACK YELLOW MAGENTA CYAN

91CIHMAY22106.pgs 11.05.2022 12:16

Let's Go challenge, 1

T REND S

VERSION

YES, THERE’S MORE WORK TO BE DONE, BUT IT’S STILL A SOUND IDEA

Anna Bonne, transport lead at the Institution of Engineering and Technology

Duncan Smith, executive director of operations at National Highways

SUBS ART PRODUCTION CLIENT

THE CONVERSION OF THE hard shoulder to a running lane undoubtedly provides extra capacity to reduce congestion, without the cost and disruption of building a new lane. However, that means there is now a more frequent hazard of a stopped vehicle in live traffic. This situation has, understandably, attracted adverse publicity.

Safety could be improved by reducing how often vehicles stop on motorways and then improving how these vehicles are detected, with other drivers receiving a clear warning.

For example, a reduction in breakdowns could be achieved by measures such as providing tyre testing at motorway services. Then, in-vehicle systems could show the same information as that displayed on the gantries, “There is no warning fellow drivers silver bullet of any dangers ahead. to improve Unfortunately, research the perceived has shown that initial and actual messages such as “Reports hazards” of…” are hardly noticed by drivers, so work is needed to study and test more impactful signage and in-vehicle messages.

Users of smart motorways must also bear some responsibility and should be better educated in how to use them. This may be via a refresher test, perhaps incentivised with a discount on vehicle insurance renewals.

Help might be found in other modes of transport too, where changes in operational practices have been deployed successfully. For example, rail has a culture that encourages the recording of incidents and near misses so that lessons can be learned. Safety is in large part achieved through the reliability of the system, the competence of users and their confidence in the system. If a driver is given a green signal, they know that the track ahead is clear. If given a red signal, they know to stop.

In short, there is no silver bullet to improve the perceived and actual hazards on smart motorways, but thinking about users, making smarter use of technology and increasing training would make a big difference.

12 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

DEBATE

Are smart motorways still a smart idea?

Bad press doesn’t always mean something’s a bad solution

SHUTTERSTOCK

REPRO OP

HOLD UP... WE NEED TO THINK CAREFULLY AND APPLY THE RIGHT TECH

FIRST, LET’S REMEMBER that smart motorways are not a new concept. The use of the hard shoulder as an additional lane was first seen on the M42 in 2006, and some of the technology that underpins smart motorways – such as variable speed limits – was introduced in the mid-90s.

In recent years, the more widespread rollout of smart motorways has increased the capacity of some of our busiest routes at a fraction of the cost – both financial and environmental – of traditional road widening.

We use a whole system of features working together to help keep drivers moving safely.

This includes clearly signposted and orange-coloured emergency areas set back from the road, detection systems to monitor traffic flows, extra signs and signals to alert “These roads motorists to hazards ahead, are in most and a comprehensive system ways as safe of CCTV cameras. Evidence as the roads suggests that these roads they have are in most ways as safe replaced” as, if not safer, than the roads they have replaced.

Does this mean our work is complete? Of course not. We’re currently installing radarbased “stopped vehicle detection” technology on these stretches (which we will complete

by September this year), and the construction of more than 150 new emergency areas.

In January, the government paused the rollout of new “all lane running” motorways (which are yet to start construction) until five years of safety and economic data is available.

This will enable informed decisions to be made about enhancing capacity on our roads.

In the meantime, we continue to make sure all existing motorways without a permanent hard shoulder – more than 200 miles’ worth of road – are equipped with best-in-class technology and resources, while also raising drivers’ awareness of how best to use them.

Finally, it’s worth remembering that the road environment is made up of the physical infrastructure, the driver and the vehicle. All three play a part in making journeys safer.

K ATE LODGE

Let’s support the next generation of members There’s great value in passing on knowledge and skills, says CIHT’s Young Professional of the Year 2020 One of the many positives about CIHT is the broad range of experiences within it. From transport modellers and data analysts through to engineering design experts, everyone is welcome, whether they work for a small company, a local council or a large firm employing thousands of people around the world.

For the generation of CIHT members who are just starting out on their journey within the institution, one of the key areas of personal development is Chartership. For those of us who haven’t quite got there yet, it can feel like a mountain to climb.

Speaking to these young professionals, I often pick up on their desire for more targeted

support, such as a chance to engage with CIHT members who have been through the process themselves. Indeed, there can be a lot of value in group sessions and surgeries. There, rather than just being told how to get Chartered, learners can sit down and talk to qualified individuals about any obstacles they’re facing.

It’s so important for more senior members to give back and to pass on their knowledge, experience and expertise. And it’s not just about the individuals; it’s also about sustaining the community in the transportation industry. Sometimes, in learning, there’s no substitute for one-toone advice and guidance, and I would encourage those who can offer help to do so.

GETTING OUT AND ABOUT AGAIN COVID-19 has brought about a move towards more flexibility at work, which can be both a blessing and a curse. For example, I’ve found myself working really long hours when I’m at

home because there’s nobody around to kick me out of the office!

It’s not a good habit, but fortunately there’s now a lot of investment taking place in transport infrastructure. That

means there will soon be more opportunities for connections to be made in person, which is beneficial for all sides.

Kate Lodge is a transport planner at Arup MAY/JUNE 2022 TP 13

91CIHMAY22107.pgs 11.05.2022 12:05

Debate, 1

TRENDS

VERSION

YES, THERE’S MORE WORK TO BE DONE, BUT IT’S STILL A SOUND IDEA

Anna Bonne, transport lead at the Institution of Engineering and Technology

Duncan Smith, executive director of operations at National Highways

SUBS ART PRODUCTION CLIENT

THE CONVERSION OF THE hard shoulder to a running lane undoubtedly provides extra capacity to reduce congestion, without the cost and disruption of building a new lane. However, that means there is now a more frequent hazard of a stopped vehicle in live traffic. This situation has, understandably, attracted adverse publicity.

Safety could be improved by reducing how often vehicles stop on motorways and then improving how these vehicles are detected, with other drivers receiving a clear warning.

For example, a reduction in breakdowns could be achieved by measures such as providing tyre testing at motorway services. Then, in-vehicle systems could show the same information as that displayed on the gantries, “There is no warning fellow drivers silver bullet of any dangers ahead. to improve Unfortunately, research the perceived has shown that initial and actual messages such as “Reports hazards” of…” are hardly noticed by drivers, so work is needed to study and test more impactful signage and in-vehicle messages.

Users of smart motorways must also bear some responsibility and should be better educated in how to use them. This may be via a refresher test, perhaps incentivised with a discount on vehicle insurance renewals.

Help might be found in other modes of transport too, where changes in operational practices have been deployed successfully. For example, rail has a culture that encourages the recording of incidents and near misses so that lessons can be learned. Safety is in large part achieved through the reliability of the system, the competence of users and their confidence in the system. If a driver is given a green signal, they know that the track ahead is clear. If given a red signal, they know to stop.

In short, there is no silver bullet to improve the perceived and actual hazards on smart motorways, but thinking about users, making smarter use of technology and increasing training would make a big difference.

12 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

DEBATE

Are smart motorways still a smart idea?

Bad press doesn’t always mean something’s a bad solution

SHUTTERSTOCK

REPRO OP

HOLD UP... WE NEED TO THINK CAREFULLY AND APPLY THE RIGHT TECH

FIRST, LET’S REMEMBER that smart motorways are not a new concept. The use of the hard shoulder as an additional lane was first seen on the M42 in 2006, and some of the technology that underpins smart motorways – such as variable speed limits – was introduced in the mid-90s.

In recent years, the more widespread rollout of smart motorways has increased the capacity of some of our busiest routes at a fraction of the cost – both financial and environmental – of traditional road widening.

We use a whole system of features working together to help keep drivers moving safely.

This includes clearly signposted and orange-coloured emergency areas set back from the road, detection systems to monitor traffic flows, extra signs and signals to alert “These roads motorists to hazards ahead, are in most and a comprehensive system ways as safe of CCTV cameras. Evidence as the roads suggests that these roads they have are in most ways as safe replaced” as, if not safer, than the roads they have replaced.

Does this mean our work is complete? Of course not. We’re currently installing radarbased “stopped vehicle detection” technology on these stretches (which we will complete

by September this year), and the construction of more than 150 new emergency areas.

In January, the government paused the rollout of new “all lane running” motorways (which are yet to start construction) until five years of safety and economic data is available.

This will enable informed decisions to be made about enhancing capacity on our roads.

In the meantime, we continue to make sure all existing motorways without a permanent hard shoulder – more than 200 miles’ worth of road – are equipped with best-in-class technology and resources, while also raising drivers’ awareness of how best to use them.

Finally, it’s worth remembering that the road environment is made up of the physical infrastructure, the driver and the vehicle. All three play a part in making journeys safer.

K ATE LODGE

Let’s support the next generation of members There’s great value in passing on knowledge and skills, says CIHT’s Young Professional of the Year 2020 One of the many positives about CIHT is the broad range of experiences within it. From transport modellers and data analysts through to engineering design experts, everyone is welcome, whether they work for a small company, a local council or a large firm employing thousands of people around the world.

For the generation of CIHT members who are just starting out on their journey within the institution, one of the key areas of personal development is Chartership. For those of us who haven’t quite got there yet, it can feel like a mountain to climb.

Speaking to these young professionals, I often pick up on their desire for more targeted

support, such as a chance to engage with CIHT members who have been through the process themselves. Indeed, there can be a lot of value in group sessions and surgeries. There, rather than just being told how to get Chartered, learners can sit down and talk to qualified individuals about any obstacles they’re facing.

It’s so important for more senior members to give back and to pass on their knowledge, experience and expertise. And it’s not just about the individuals; it’s also about sustaining the community in the transportation industry. Sometimes, in learning, there’s no substitute for one-toone advice and guidance, and I would encourage those who can offer help to do so.

GETTING OUT AND ABOUT AGAIN COVID-19 has brought about a move towards more flexibility at work, which can be both a blessing and a curse. For example, I’ve found myself working really long hours when I’m at

home because there’s nobody around to kick me out of the office!

It’s not a good habit, but fortunately there’s now a lot of investment taking place in transport infrastructure. That

means there will soon be more opportunities for connections to be made in person, which is beneficial for all sides.

Kate Lodge is a transport planner at Arup MAY/JUNE 2022 TP 13

91CIHMAY22107.pgs 11.05.2022 12:05

Debate, 1

TRENDS

Cover story, 1

COVE R STORY VERSION REPRO OP

ALL ABOARD

SUBS

SIX STORIES OF INCLUSIVE TRANSPORT IN ACTION

Everyone has a right to move around towns and cities as easily and comfortably as possible.

Here are six initiatives from around the world which are helping to make accessibility and inclusivity a reality

TransMilenio’s stops have been designed to be fully accessible

WORDS / TOM AUSTIN-MORGAN ART

TRANSMILENIO, BOGOTÁ PRODUCTION

Bogotá’s bus rapid transit system is one of the largest in the world and features adaptations which empower people with disabilities, women and other vulnerable groups

CLIENT

On Avenida El Dorado, the TransMilenio BRT system connects Bogotá city centre to the airport

Colombia’s urban population has increased rapidly over the past 40 years, especially in the capital, Bogotá. Unfortunately, this has created some significant infrastructure challenges too.

It’s estimated that two-thirds of Colombians who are living below the poverty line live on the edges of urban areas.

Connections to these low-income neighbourhoods have long been poor, particularly at night. People with disabilities or impaired mobility struggled to access transport services at all. Women were vulnerable in the crowded and disorganised spaces, and elderly passengers’ needs were neglected. Bogotá’s residents desperately needed an inclusive and cost-effective solution.

Enter TransMilenio, one of the world’s largest bus rapid transit (BRT) systems, carrying 2.3 million passengers per day.

It seeks to address the physical, communication and attitudinal barriers towards people with disabilities, women and other vulnerable groups. For example, the buses stop at 5m-wide platforms, which are accessed

via ramps and which are at the same height as the bus doors, to make access easier for those with impaired mobility.

Since 2016, TransMilenio and its concessionaires have developed a model of social responsibility, promoting civility, empathy, tolerance and solidarity among passengers. It has also broadened its original mandate to include a social inclusivity agenda, and specialist teams have been set up to address barriers to inclusion.

In 2017, a pilot programme was launched to support people with disabilities, specifically those with visual impairments. A simulation centre was established to help these passengers learn how to board, alight, transfer and move through the TransMilenio BRT system in a safe, inclusive and stress-free way. Employees also undertake training to improve service quality and help passengers with disabilities.

Prior to its construction in the late 1990s, a 30km trip by public transport would have taken two hours and 15 minutes; the same trip using TransMilenio now takes 55 minutes.

MAY/JUNE 2022 TP 15

BLACK YELLOW MAGENTA CYAN

91CIHMAY22108.pgs 11.05.2022 12:03

Cover story, 1

COVE R STORY VERSION REPRO OP

ALL ABOARD

SUBS

SIX STORIES OF INCLUSIVE TRANSPORT IN ACTION

Everyone has a right to move around towns and cities as easily and comfortably as possible.

Here are six initiatives from around the world which are helping to make accessibility and inclusivity a reality

TransMilenio’s stops have been designed to be fully accessible

WORDS / TOM AUSTIN-MORGAN ART

TRANSMILENIO, BOGOTÁ PRODUCTION

Bogotá’s bus rapid transit system is one of the largest in the world and features adaptations which empower people with disabilities, women and other vulnerable groups

CLIENT

On Avenida El Dorado, the TransMilenio BRT system connects Bogotá city centre to the airport

Colombia’s urban population has increased rapidly over the past 40 years, especially in the capital, Bogotá. Unfortunately, this has created some significant infrastructure challenges too.

It’s estimated that two-thirds of Colombians who are living below the poverty line live on the edges of urban areas.

Connections to these low-income neighbourhoods have long been poor, particularly at night. People with disabilities or impaired mobility struggled to access transport services at all. Women were vulnerable in the crowded and disorganised spaces, and elderly passengers’ needs were neglected. Bogotá’s residents desperately needed an inclusive and cost-effective solution.

Enter TransMilenio, one of the world’s largest bus rapid transit (BRT) systems, carrying 2.3 million passengers per day.

It seeks to address the physical, communication and attitudinal barriers towards people with disabilities, women and other vulnerable groups. For example, the buses stop at 5m-wide platforms, which are accessed

via ramps and which are at the same height as the bus doors, to make access easier for those with impaired mobility.

Since 2016, TransMilenio and its concessionaires have developed a model of social responsibility, promoting civility, empathy, tolerance and solidarity among passengers. It has also broadened its original mandate to include a social inclusivity agenda, and specialist teams have been set up to address barriers to inclusion.

In 2017, a pilot programme was launched to support people with disabilities, specifically those with visual impairments. A simulation centre was established to help these passengers learn how to board, alight, transfer and move through the TransMilenio BRT system in a safe, inclusive and stress-free way. Employees also undertake training to improve service quality and help passengers with disabilities.

Prior to its construction in the late 1990s, a 30km trip by public transport would have taken two hours and 15 minutes; the same trip using TransMilenio now takes 55 minutes.

MAY/JUNE 2022 TP 15

BLACK YELLOW MAGENTA CYAN

91CIHMAY22108.pgs 11.05.2022 12:03

REPRO OP SUBS ART

these isions

The organisation has run an awareness-building campaign and a training programme to tackle abuse on its network

PRODUCTION

Over the past year, Transport for London (TfL) has undertaken a series of measures to improve how it tackles hate crime and abuse on its network, making public transport a safer and more welcoming place for everyone.

It is estimated that hate crime is significantly under-reported in the UK. TfL’s extensive engagement over the past six months with community groups has shown that much more needs to be done to communicate with and inform passengers and staff about hate crime – and also to support victims.

To address this, TfL is taking three specific actions. First, there is a poster campaign focused on

CLIENT

A quarter of all abusive incidents towards TfL staff are also hate crimes

tackling abuse by encouraging customers and staff to take a zerotolerance approach to abusive behaviour. Second, diversity and inclusion training for all new bus drivers will include a module about dealing with hate crime, and updated guidance has been issued on how to report hate crime and support victims.

Finally, there’s TfL’s STARS programme, an educational exercise for secondary schools which explores the impact of hate crime and encourages pupils to share the message that it will not be tolerated.

Siwan Hayward, director of compliance, policing operations and security, says: “Tackling abuse and hate crime on our network is a priority for us, and we’re proud to be working with the communities we serve and the police to take action, protect our customers and staff, and provide support to victims.

“My message to all those who use and work on the transport network is clear: abuse will not be tolerated. Report anything that makes you feel uncomfortable.”

Efforts are under way to make the police more visible on TfL’s network

WEST MIDLANDS TRANSPORT A combined effort between local authorities is tackling violence against women and girls on trains and buses An action plan has been drawn up by the “Violence Against Women and Girls Transport Champions” to help women feel safer on trains and buses in the West Midlands.

West Midlands Combined Authority chief executive Laura Shoaf and Transport for West Midlands executive director Anne Shaw were tasked by the Department of Transport with identifying best practice when it comes to tackling violence against women and girls on public transport. “Encouraging more 16 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

women to help design and operate transport is vital in creating more hostile environments for perpetrators, across all our transport networks,” says Shaw.

Shoaf says: “Following extensive engagement, we’ve made 13 practical recommendations aimed at preventing violence against women and girls on our transport networks, challenging the attitudes and inequalities that promote it and making it clear that such behaviours will never be tolerated.”

3

Laura Shoaf, Transport Minister Trudy Harrison and Anne Shaw

The first five recommendations are classed as priorities and involve: making transport infrastructure safer via a new reporting service to flag up damage; improvements in the collection of genderdisaggregated data; a national PR campaign; improved training; and increasing the proportion of staff with DBS clearance.

PREVIOUS PAGE: SHUTTERSTOCK. SHUTTERSTOCK

VERSION

2

4

TRANSPORT FOR LONDON

Medium-term recommendations include: increasing the number of women working in transport; embracing technology to improve real-time information so that women and girls know exactly when their bus or tram will arrive; and the introduction of genderresponsive budgets.

Longer-term priorities include: creating a national intelligence database that captures incident reporting from all transport modes and areas; developing a national education initiative; targeting the available resources more effectively; and establishing more “Safer Travel Partnerships” between operators, the local authorities and the police.

“It is a transport system that has really transformed people’s lives” Cesar Dockweiler, Former CEO of Mi Teleférico

Cover story, 2

COVE R STORY

MI TELEFÉRICO, LA PAZ The cable car which connects Bolivia’s capital with its second city was designed around people with disabilities and mobility issues The La Paz-El Alto metropolitan area in Bolivia, which includes the highest capital city in the world and an even higher second city, has a combined population of 2.8 million citizens. Despite being just 11km apart, El Alto is 400m higher up than La Paz; commuting between the two has long been a challenge and often took more than an hour. The volume of traffic pushed the existing infrastructure to the brink of collapse.

A cable car between the cities was first planned in the 1970s, but it took until 2014 for Mi Teleférico (meaning “My cable car”) to open.

It originally consisted of three lines but has since grown to incorporate eight more, with a combined length of 33km, making it the largest cable car network in the world.

It is accessible to all, and support (including concessionary ticket prices) is offered to people with disabilities or mobility issues, as well as others in need.

During the design stage, focus groups and workshops were held with people with disabilities and the elderly to make sure their needs were understood. The project uses the Universal Design standards to ensure its facilities are accessible to all users. The stations have ramps, elevators and tactile paving to help disabled passengers.

Operators were also trained to explain to people how the cable car system would work, as it required a major cultural shift. People would now need to use the designated stops and be patient while queuing.

Mi Teleférico also runs schemes offering employment opportunities for people with disabilities and women, who currently represent around 4% and 36% of the workforce respectively.

MARCH/APRIL 2022 TP 17

91CIHMAY22109.pgs 11.05.2022 12:06

REPRO OP SUBS ART

these isions

The organisation has run an awareness-building campaign and a training programme to tackle abuse on its network

PRODUCTION

Over the past year, Transport for London (TfL) has undertaken a series of measures to improve how it tackles hate crime and abuse on its network, making public transport a safer and more welcoming place for everyone.

It is estimated that hate crime is significantly under-reported in the UK. TfL’s extensive engagement over the past six months with community groups has shown that much more needs to be done to communicate with and inform passengers and staff about hate crime – and also to support victims.

To address this, TfL is taking three specific actions. First, there is a poster campaign focused on

CLIENT

A quarter of all abusive incidents towards TfL staff are also hate crimes

tackling abuse by encouraging customers and staff to take a zerotolerance approach to abusive behaviour. Second, diversity and inclusion training for all new bus drivers will include a module about dealing with hate crime, and updated guidance has been issued on how to report hate crime and support victims.

Finally, there’s TfL’s STARS programme, an educational exercise for secondary schools which explores the impact of hate crime and encourages pupils to share the message that it will not be tolerated.

Siwan Hayward, director of compliance, policing operations and security, says: “Tackling abuse and hate crime on our network is a priority for us, and we’re proud to be working with the communities we serve and the police to take action, protect our customers and staff, and provide support to victims.

“My message to all those who use and work on the transport network is clear: abuse will not be tolerated. Report anything that makes you feel uncomfortable.”

Efforts are under way to make the police more visible on TfL’s network

WEST MIDLANDS TRANSPORT A combined effort between local authorities is tackling violence against women and girls on trains and buses An action plan has been drawn up by the “Violence Against Women and Girls Transport Champions” to help women feel safer on trains and buses in the West Midlands.

West Midlands Combined Authority chief executive Laura Shoaf and Transport for West Midlands executive director Anne Shaw were tasked by the Department of Transport with identifying best practice when it comes to tackling violence against women and girls on public transport. “Encouraging more 16 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

women to help design and operate transport is vital in creating more hostile environments for perpetrators, across all our transport networks,” says Shaw.

Shoaf says: “Following extensive engagement, we’ve made 13 practical recommendations aimed at preventing violence against women and girls on our transport networks, challenging the attitudes and inequalities that promote it and making it clear that such behaviours will never be tolerated.”

3

Laura Shoaf, Transport Minister Trudy Harrison and Anne Shaw

The first five recommendations are classed as priorities and involve: making transport infrastructure safer via a new reporting service to flag up damage; improvements in the collection of genderdisaggregated data; a national PR campaign; improved training; and increasing the proportion of staff with DBS clearance.

PREVIOUS PAGE: SHUTTERSTOCK. SHUTTERSTOCK

VERSION

2

4

TRANSPORT FOR LONDON

Medium-term recommendations include: increasing the number of women working in transport; embracing technology to improve real-time information so that women and girls know exactly when their bus or tram will arrive; and the introduction of genderresponsive budgets.

Longer-term priorities include: creating a national intelligence database that captures incident reporting from all transport modes and areas; developing a national education initiative; targeting the available resources more effectively; and establishing more “Safer Travel Partnerships” between operators, the local authorities and the police.

“It is a transport system that has really transformed people’s lives” Cesar Dockweiler, Former CEO of Mi Teleférico

Cover story, 2

COVE R STORY

MI TELEFÉRICO, LA PAZ The cable car which connects Bolivia’s capital with its second city was designed around people with disabilities and mobility issues The La Paz-El Alto metropolitan area in Bolivia, which includes the highest capital city in the world and an even higher second city, has a combined population of 2.8 million citizens. Despite being just 11km apart, El Alto is 400m higher up than La Paz; commuting between the two has long been a challenge and often took more than an hour. The volume of traffic pushed the existing infrastructure to the brink of collapse.

A cable car between the cities was first planned in the 1970s, but it took until 2014 for Mi Teleférico (meaning “My cable car”) to open.

It originally consisted of three lines but has since grown to incorporate eight more, with a combined length of 33km, making it the largest cable car network in the world.

It is accessible to all, and support (including concessionary ticket prices) is offered to people with disabilities or mobility issues, as well as others in need.

During the design stage, focus groups and workshops were held with people with disabilities and the elderly to make sure their needs were understood. The project uses the Universal Design standards to ensure its facilities are accessible to all users. The stations have ramps, elevators and tactile paving to help disabled passengers.

Operators were also trained to explain to people how the cable car system would work, as it required a major cultural shift. People would now need to use the designated stops and be patient while queuing.

Mi Teleférico also runs schemes offering employment opportunities for people with disabilities and women, who currently represent around 4% and 36% of the workforce respectively.

MARCH/APRIL 2022 TP 17

91CIHMAY22109.pgs 11.05.2022 12:06

COMP AD VERSION REPRO OP SUBS ART PRODUCTION CLIENT

BLACK YELLOW MAGENTA CYAN

91CIHMAY22123.pgs 11.05.2022 10:47

VERSION

MATSUDO, JAPAN REPRO OP

Residents are trained up to be “dementia supporters” as part of the city’s Orange Plan

SUBS PRODUCTION

SHUTTERSTOCK

ART

Japan is facing a dementia epidemic, with one in five elderly people predicted to have the disease by 2025. Nearly 27% of Japan’s population is over the age of 65, so the country needs to confront this trend urgently.

The National Police Agency in Japan reports that 12,208 people with dementia went missing in 2021. While most were found alive, 150 were never found and 479 were found dead. These numbers have led to the launch of a comprehensive plan for coping with the rise of dementia.

The city of Matsudo, for example, has put dementia at the heart of its welfare policy, conducting regular training on identifying the signs of dementia and interacting with seniors who

5

sometimes simply by striking up a conversation with a senior to determine if they need assistance.

Hidenori Kawashima, deputy director for dementia policy in Japan’s Ministry of Labour, Health and Welfare, believes that given the forecasts, interacting with people with dementia will become the norm. He says: “We wanted the plan firstly to create a structure in local communities to support those with dementia and secondly to create a society where it will be natural for them to live.”

“Two-thirds of people living with dementia live in their local community”

our efforts to support our residents living with dementia.”

Other boroughs across the UK are also becoming dementiafriendly. In Cheshire, Halton Dementia Friendly Community is working with the transport sector to encourage providers to sign up to the Public Transport Sector Pledge. The Halton Disability Partnership has partnered with the Transport Operators Group to include dementia awareness training in the local bus operator’s disability awareness training.

It’s a growing problem too, as projections show that more than 1 million people will be living with dementia in England by 2030, an increase of 40% on current levels.

CLIENT

have the disease. The city’s Orange Plan consists of raising public awareness, opening dementia drop-in centres and creating QR codes that can be ironed on to clothing to help the police locate the families of people who have wandered from their homes.

On attending a 90-minute lecture, residents can become “dementia supporters”, who identify themselves by wearing orange bracelets. They are tasked with raising community awareness and assisting those in distress,

SUTTON, SOUTH LONDON This London borough is pledging to make transport age-friendly and supportive for people with dementia

6

Sutton has become the UK’s latest “age-friendly borough” as it sets about creating a dementiafriendly community where residents can live independently for as long as possible. After all, people affected by dementia still have a lot to offer and, if well supported, can play an active role even years after diagnosis.

Sutton is one of the few local authorities in England to host a

team of Admiral nurses, who work to improve care for people with dementia and provide increased support for carers. In addition, several shops on the high street now advertise themselves as “safe places” where vulnerable people can go if they feel scared or at risk while they are out and about.

Councillor Marian James, chair of Sutton Council’s people committee, says: “Given two-thirds of people living with dementia live in their local community, it is crucial we create an inclusive and supportive environment. We want to improve the understanding of dementia across the borough and provide services to support everyone affected by the disease.

We are delighted to have received this recognition by the Alzheimer’s Society and now must continue

A HELPING HAND Discover our range of resources on creating inclusive transport networks by searching for “accessibility” at ciht.org.uk MAY/JUNE 2022 TP 19 MARCH/APRIL

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Cover story, 3

COV ER STO RY

John Grimshaw, 1

P I O N E ERING S P IRITS VERSION

MAKING HIS MARK Grimshaw picked up a CBE in 2008 “for services to the development of the National Cycle Network”

REPRO OP SUBS ART PRODUCTION CLIENT

Active travel plans are cropping up all over our urban environments, but rural options are still lacking. For John Grimshaw CBE, founder of advocacy group Sustrans, it’s just the latest front in a decades-long fight

FORGING A PATH Nearly half a century on from the campaign to build the Bristol and Bath Railway Path, the National Cycle Network is used by around 4 million people per year

WORDS / JOHN CHALLEN PHOTOS / JON ROWLEY

THE ACTIVE-IST

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BLACK YELLOW MAGENTA CYAN

T

HE CURRENT PUSH TO GET MORE people out of their cars and onto their bikes might be revolutionary to some, but for John Grimshaw CBE it’s just the latest chapter in what has arguably become his life’s mission.

A civil engineer by trade, Grimshaw cut his teeth on a range of major projects in the 1960s and ’70s, including the Heathrow Cargo Tunnel and the redevelopment of the Barbican Centre in the heart of London. However, two-wheeled travel – and connecting people – had always been a passion, and it wasn’t long before his career took a different turn.

In 1979, frustrated that there wasn’t a single metre of cycle route anywhere in his home city of Bristol, Grimshaw took matters into his “Engineers should own hands. Having be designing the leased the path of a most economical disused railway line for £1 per year, he and sustainable started constructing type of transport” his first cycle route,

covering the 13 miles between Bristol and Bath.

The project was completed under the aegis of local cycling campaign group Cyclebag, and it proved hugely popular within the community.

By 1984, Grimshaw’s work had spawned a new advocacy group, Sustrans, for which he was an engineer and chief executive until 2008.

It was less of a departure from his previous projects than you might think. “I view building cycle routes as civil engineering because most of the work started on disused railways, which are spectacular engineering works in their own right,” says Grimshaw. “As most of the construction work involved was earthworks, refurbishing bridges and sorting out drainage, it was just a continuation of what I’d always done.”

The frustration which inspired that first cycle route was a powerful motivator. “If you’re an engineer, you should be designing the most economical and sustainable type of transport,” Grimshaw argues. “Sustrans started because we got fed up that no-one was making any progress. We took over the old railway line and built a pass initially entirely with volunteers.”

MAY/JUNE 2022 TP 21

91CIHMAY22111.pgs 11.05.2022 14:56

John Grimshaw, 1

P I O N E ERING S P IRITS VERSION

MAKING HIS MARK Grimshaw picked up a CBE in 2008 “for services to the development of the National Cycle Network”

REPRO OP SUBS ART PRODUCTION CLIENT

Active travel plans are cropping up all over our urban environments, but rural options are still lacking. For John Grimshaw CBE, founder of advocacy group Sustrans, it’s just the latest front in a decades-long fight

FORGING A PATH Nearly half a century on from the campaign to build the Bristol and Bath Railway Path, the National Cycle Network is used by around 4 million people per year

WORDS / JOHN CHALLEN PHOTOS / JON ROWLEY

THE ACTIVE-IST

20 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

T

HE CURRENT PUSH TO GET MORE people out of their cars and onto their bikes might be revolutionary to some, but for John Grimshaw CBE it’s just the latest chapter in what has arguably become his life’s mission.

A civil engineer by trade, Grimshaw cut his teeth on a range of major projects in the 1960s and ’70s, including the Heathrow Cargo Tunnel and the redevelopment of the Barbican Centre in the heart of London. However, two-wheeled travel – and connecting people – had always been a passion, and it wasn’t long before his career took a different turn.

In 1979, frustrated that there wasn’t a single metre of cycle route anywhere in his home city of Bristol, Grimshaw took matters into his “Engineers should own hands. Having be designing the leased the path of a most economical disused railway line for £1 per year, he and sustainable started constructing type of transport” his first cycle route,

covering the 13 miles between Bristol and Bath.

The project was completed under the aegis of local cycling campaign group Cyclebag, and it proved hugely popular within the community.

By 1984, Grimshaw’s work had spawned a new advocacy group, Sustrans, for which he was an engineer and chief executive until 2008.

It was less of a departure from his previous projects than you might think. “I view building cycle routes as civil engineering because most of the work started on disused railways, which are spectacular engineering works in their own right,” says Grimshaw. “As most of the construction work involved was earthworks, refurbishing bridges and sorting out drainage, it was just a continuation of what I’d always done.”

The frustration which inspired that first cycle route was a powerful motivator. “If you’re an engineer, you should be designing the most economical and sustainable type of transport,” Grimshaw argues. “Sustrans started because we got fed up that no-one was making any progress. We took over the old railway line and built a pass initially entirely with volunteers.”

MAY/JUNE 2022 TP 21

91CIHMAY22111.pgs 11.05.2022 14:56

John Grimshaw, 2

P I O N E ERING S P I R ITS VERSION REPRO OP SUBS ART PRODUCTION

For context, this was the late 1970s and early 1980s, when cycling didn’t really feature in government policies of any sort. Today, of course, it is actively encouraged. “As a society, we should be putting effort into walking and cycling,” says Grimshaw. “I’ve always said that a completely traffic-free route is the place where people can learn to cycle, and then they’ll have the confidence to cycle on urban roads.”

Another major achievement came in 1995, when Sustrans secured the first of the Millennium Lottery grants, worth £43m. With those funds, Grimshaw and team were able to lay the foundations for the National Cycle Network, which led to a huge upturn in what people would now call active travel.

“I don’t think one can take the credit for this; we were only part of the picture,” says Grimshaw. “But certainly, if you go onto any of the paths we’ve built, you’ll see a very large number of hugely satisfied and relaxed people using them, which is always a pleasure.

Those people must slowly filter through and, hopefully, as the generations go on, you’ll get even more people using them. I’d like to think there will be some sort of meaningful generational change.”

BALANCING ACT

CLIENT

Since 2015, Grimshaw has been involved with Greenways & Cycleroutes, a charitable body founded by him and some former Sustrans colleagues. While the initiative concentrates on finding solutions to rural connectivity (or the lack of it), Grimshaw still has some strong views about how urban planners can improve active travel provisions.

“Continuity and priority are vastly important, so until you have a planning and transport system that starts to give walkers and cyclists priority, you won’t really get a culture that values those two travel modes,” he reasons.

“Almost every day in the press there’s a story about how dreadful cyclists are on the road.

Whereas in Avonmouth, the council has done a lot of work and every main road has priority zebra crossings for walkers and cyclists. That sends out a message that walkers and cyclists deserve at least equal priority as motorists.

Whereas in some places you’ll see a lightcontrolled crossing which doesn’t work, or no crossing at all. Well then it’s just not worth having in the first place. The idea that motorists still reign supreme is everywhere.”

Grimshaw is adamant that more space should be given to walkers and cyclists, which, ultimately, means less space for motorists, particularly in the urban spaces where cars have long dominated. “I want to see more emphasis on mandatory slow speeds within three or four kilometres of city centres,” he says. “The best cycling or walking route is always the one where you’re giving people a safe and valuable shortcut, so they can clearly see the benefit.”

One example of this idea in practice was the first Greenways & Cycleroutes project, a route stretching from Weston-Super-Mare to the headland of Brean Down south-east of the town. The final route ended up crossing the River Axe via the Brean Cross Sluice, which knocked four miles off the journey and kept walkers and cyclists away from the A370. “It immediately became a no-brainer that the best way of going from A to B was on this route, and 100,000 trips were made on it during the first summer,” Grimshaw recalls.

Since then, it has been slow but steady progress in linking up communities. The number of miles covered by the routes might not be huge, but the number of people who have had their lives improved outweighs that.

“Back in 2015, we had a very modest aim of opening one new project a year, and we’re currently slightly ahead of that,” Grimshaw explains. “We’ve opened about 20km of route now, but each of the projects is carrying more than the estimated numbers of walkers and cyclists – and they’re all mixed-use, so they carry quite large numbers of people in wheelchairs too, which is our ambition.

And every one of the routes has become the focus of ongoing work by the council.”

The Warmley Wheelers cycle club uses the Bristol and Bath Railway Path to get vulnerable people into cycling

“The biggest problem is the isolated village of around 3,000 people that can’t meet any of the funding criteria”

UNCERTAIN FUTURE Despite the recent progress, Grimshaw has concerns about the future of active travel initiatives post-Brexit. “In my work, the biggest problem is the isolated village of around 3,000 people that can’t meet any of the funding criteria. So they, as individuals, are completely isolated,” he explains. “We’re working on the A43 between Brackley and Silverstone at the moment, and the so-called cycling route on the trunk road is about 200mm wide and only seems to be uni-directional. I couldn’t work out how to go in a westward direction and ended up walking down the verge of a four-lane road.

I’m worried that rural or small-town Britain may have no funding at all. Previously, these areas had access to EU funds, which were directed into areas that were disadvantaged.”

And then there’s the planning issue.

Grimshaw notes that while Greenways & Cycleroutes typically makes just two planning applications a year, the whole process can still be a struggle. “If there are trees in the area, the only way you can make a planning application is to fell all the trees before making the application,” he says. “It’s become more and more difficult because as each new structure JOINED-UP THINKING The Haydon Hill Cycleway in Buckinghamshire required three new bridges across the River Thame

THE THIGHS HAVE IT Bristol was named as the UK’s first “Cycling City” back in 2008

22 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

MAY/JUNE 2022 TP 23

91CIHMAY22112.pgs 11.05.2022 14:58

John Grimshaw, 2

P I O N E ERING S P I R ITS VERSION REPRO OP SUBS ART PRODUCTION

For context, this was the late 1970s and early 1980s, when cycling didn’t really feature in government policies of any sort. Today, of course, it is actively encouraged. “As a society, we should be putting effort into walking and cycling,” says Grimshaw. “I’ve always said that a completely traffic-free route is the place where people can learn to cycle, and then they’ll have the confidence to cycle on urban roads.”

Another major achievement came in 1995, when Sustrans secured the first of the Millennium Lottery grants, worth £43m. With those funds, Grimshaw and team were able to lay the foundations for the National Cycle Network, which led to a huge upturn in what people would now call active travel.

“I don’t think one can take the credit for this; we were only part of the picture,” says Grimshaw. “But certainly, if you go onto any of the paths we’ve built, you’ll see a very large number of hugely satisfied and relaxed people using them, which is always a pleasure.

Those people must slowly filter through and, hopefully, as the generations go on, you’ll get even more people using them. I’d like to think there will be some sort of meaningful generational change.”

BALANCING ACT

CLIENT

Since 2015, Grimshaw has been involved with Greenways & Cycleroutes, a charitable body founded by him and some former Sustrans colleagues. While the initiative concentrates on finding solutions to rural connectivity (or the lack of it), Grimshaw still has some strong views about how urban planners can improve active travel provisions.

“Continuity and priority are vastly important, so until you have a planning and transport system that starts to give walkers and cyclists priority, you won’t really get a culture that values those two travel modes,” he reasons.

“Almost every day in the press there’s a story about how dreadful cyclists are on the road.

Whereas in Avonmouth, the council has done a lot of work and every main road has priority zebra crossings for walkers and cyclists. That sends out a message that walkers and cyclists deserve at least equal priority as motorists.

Whereas in some places you’ll see a lightcontrolled crossing which doesn’t work, or no crossing at all. Well then it’s just not worth having in the first place. The idea that motorists still reign supreme is everywhere.”

Grimshaw is adamant that more space should be given to walkers and cyclists, which, ultimately, means less space for motorists, particularly in the urban spaces where cars have long dominated. “I want to see more emphasis on mandatory slow speeds within three or four kilometres of city centres,” he says. “The best cycling or walking route is always the one where you’re giving people a safe and valuable shortcut, so they can clearly see the benefit.”

One example of this idea in practice was the first Greenways & Cycleroutes project, a route stretching from Weston-Super-Mare to the headland of Brean Down south-east of the town. The final route ended up crossing the River Axe via the Brean Cross Sluice, which knocked four miles off the journey and kept walkers and cyclists away from the A370. “It immediately became a no-brainer that the best way of going from A to B was on this route, and 100,000 trips were made on it during the first summer,” Grimshaw recalls.

Since then, it has been slow but steady progress in linking up communities. The number of miles covered by the routes might not be huge, but the number of people who have had their lives improved outweighs that.

“Back in 2015, we had a very modest aim of opening one new project a year, and we’re currently slightly ahead of that,” Grimshaw explains. “We’ve opened about 20km of route now, but each of the projects is carrying more than the estimated numbers of walkers and cyclists – and they’re all mixed-use, so they carry quite large numbers of people in wheelchairs too, which is our ambition.

And every one of the routes has become the focus of ongoing work by the council.”

The Warmley Wheelers cycle club uses the Bristol and Bath Railway Path to get vulnerable people into cycling

“The biggest problem is the isolated village of around 3,000 people that can’t meet any of the funding criteria”

UNCERTAIN FUTURE Despite the recent progress, Grimshaw has concerns about the future of active travel initiatives post-Brexit. “In my work, the biggest problem is the isolated village of around 3,000 people that can’t meet any of the funding criteria. So they, as individuals, are completely isolated,” he explains. “We’re working on the A43 between Brackley and Silverstone at the moment, and the so-called cycling route on the trunk road is about 200mm wide and only seems to be uni-directional. I couldn’t work out how to go in a westward direction and ended up walking down the verge of a four-lane road.

I’m worried that rural or small-town Britain may have no funding at all. Previously, these areas had access to EU funds, which were directed into areas that were disadvantaged.”

And then there’s the planning issue.

Grimshaw notes that while Greenways & Cycleroutes typically makes just two planning applications a year, the whole process can still be a struggle. “If there are trees in the area, the only way you can make a planning application is to fell all the trees before making the application,” he says. “It’s become more and more difficult because as each new structure JOINED-UP THINKING The Haydon Hill Cycleway in Buckinghamshire required three new bridges across the River Thame

THE THIGHS HAVE IT Bristol was named as the UK’s first “Cycling City” back in 2008

22 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

MAY/JUNE 2022 TP 23

91CIHMAY22112.pgs 11.05.2022 14:58

VERSION

OUT AND ABOUT He may be in his 70s, but Grimshaw still gets around Bristol on his bike

CONNECTING PEOPLE Infrastructure projects can become valuable community spaces REPRO OP SUBS ART PRODUCTION CLIENT

is put in place, there are more requirements to meet regarding developers and wildlife.

“We’re very frustrated that the act of creating a walking and cycling route doesn’t count, in this scenario, as an environmentally beneficial process,” he continues. “We now have to meet a 10% ecological betterment target, which is impossible because we don’t own any extra land or brownfield sites that can be offset. We think we’re doing something that is actually very beneficial, but it counts for nothing.”

To illustrate what councils are up against, Grimshaw points out that Mendip District Council has plans for one path which is just 110m long. It has already spent £35,000 on planning issues – almost the cost of building the path – and it has the consent, but it can’t get the planning conditions discharged.

HS2 BLUES One huge project which Grimshaw is involved with is HS2. Specifically, he’s working to join up communities on either side of the railway, as well as those along the length of it. But there are many frustrations, both with what’s gone before and with the plans for the future of the mammoth project.

“In Buckinghamshire, we’re doing a lot of work to try and reduce the severance being caused by HS2. We’re trying to make sure, even at this late stage, that the villages on either side are connected by quality routes,” he explains.

“But HS2 only took account of existing routes at the time, not any aspirations, which is very frustrating. They might end up putting a million-pound bridge for a footpath which takes a couple of people a week, when the same investment could have been focused into a new arterial bridge which could serve many more people, for example.”

24 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

And for every positive, there seems to be another missed opportunity. “The thing that is most frustrating is that the contractors have built a road the whole length of HS2 for construction purposes,” he says. “In parts, it’s 6m wide and asphalt. It’s probably the best road in Buckinghamshire. But that road is going to be torn up and lost after two or three years. Had there been any foresight, this road, or part of it, could have been left at no cost to the taxpayer. I’m not suggesting that anyone would want to cycle the whole length of HS2, but in many places – between villages or towns, for example – it would have been absolutely invaluable.”

ON YOUR BIKE Unsurprisingly, Grimshaw would like to see even more emphasis on cycling in the future.

“In terms of active travel, I would like to see a national strategy about how to increase walking and cycling, and also a discussion of how and where people start cycling. It’s always seemed unlikely to me that someone’s going to jump on their bike and cycle to work through the middle of London on day one. A proper strategy would suggest a wider approach, and that would mean more individuals are likely to be won over.”

Other areas he would like to see developers and councils work on are responsibilities and boundaries. “All developers should have to meet the sustainable transport requirements by linking routes back to train stations and other public areas. That might mean they have to take the initiative of assembling those routes beyond the so-called development boundaries, but unless they’re prepared to do that – and accept that it’s part of their professional responsibility – they aren’t going to be delivering the change that we need.”

“I would like to see a national strategy about how to increase walking and cycling, and also a discussion of how and where people start cycling” The Bristol and Bath Railway Path features a range of artworks

The Greenways & Cycleroutes team

GET INVOLVED

Grimshaw’s mission is an important one, and it needs extra support.

“I’m conscious that it’s very hard to ask people to do voluntary work, but it would make a big difference if there were a few more people to call on,” he says.

The Gordie Howe International Bridge will have six lanes for traffic, a cycle lane and a “We’re footpathalways looking for extra help with the planning process, so if any CIHT members would be willing to get involved, please do!”

LEARN MORE Go to www.johngrimshaw associates.co.uk to find out more about how you could lend a hand

MAY/JUNE 2022 TP 25

91CIHMAY22113.pgs 11.05.2022 14:57

John Grimshaw, 3

P IO N E E R IN G S P IR ITS

VERSION

OUT AND ABOUT He may be in his 70s, but Grimshaw still gets around Bristol on his bike

CONNECTING PEOPLE Infrastructure projects can become valuable community spaces REPRO OP SUBS ART PRODUCTION CLIENT

is put in place, there are more requirements to meet regarding developers and wildlife.

“We’re very frustrated that the act of creating a walking and cycling route doesn’t count, in this scenario, as an environmentally beneficial process,” he continues. “We now have to meet a 10% ecological betterment target, which is impossible because we don’t own any extra land or brownfield sites that can be offset. We think we’re doing something that is actually very beneficial, but it counts for nothing.”

To illustrate what councils are up against, Grimshaw points out that Mendip District Council has plans for one path which is just 110m long. It has already spent £35,000 on planning issues – almost the cost of building the path – and it has the consent, but it can’t get the planning conditions discharged.

HS2 BLUES One huge project which Grimshaw is involved with is HS2. Specifically, he’s working to join up communities on either side of the railway, as well as those along the length of it. But there are many frustrations, both with what’s gone before and with the plans for the future of the mammoth project.

“In Buckinghamshire, we’re doing a lot of work to try and reduce the severance being caused by HS2. We’re trying to make sure, even at this late stage, that the villages on either side are connected by quality routes,” he explains.

“But HS2 only took account of existing routes at the time, not any aspirations, which is very frustrating. They might end up putting a million-pound bridge for a footpath which takes a couple of people a week, when the same investment could have been focused into a new arterial bridge which could serve many more people, for example.”

24 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

And for every positive, there seems to be another missed opportunity. “The thing that is most frustrating is that the contractors have built a road the whole length of HS2 for construction purposes,” he says. “In parts, it’s 6m wide and asphalt. It’s probably the best road in Buckinghamshire. But that road is going to be torn up and lost after two or three years. Had there been any foresight, this road, or part of it, could have been left at no cost to the taxpayer. I’m not suggesting that anyone would want to cycle the whole length of HS2, but in many places – between villages or towns, for example – it would have been absolutely invaluable.”

ON YOUR BIKE Unsurprisingly, Grimshaw would like to see even more emphasis on cycling in the future.

“In terms of active travel, I would like to see a national strategy about how to increase walking and cycling, and also a discussion of how and where people start cycling. It’s always seemed unlikely to me that someone’s going to jump on their bike and cycle to work through the middle of London on day one. A proper strategy would suggest a wider approach, and that would mean more individuals are likely to be won over.”

Other areas he would like to see developers and councils work on are responsibilities and boundaries. “All developers should have to meet the sustainable transport requirements by linking routes back to train stations and other public areas. That might mean they have to take the initiative of assembling those routes beyond the so-called development boundaries, but unless they’re prepared to do that – and accept that it’s part of their professional responsibility – they aren’t going to be delivering the change that we need.”

“I would like to see a national strategy about how to increase walking and cycling, and also a discussion of how and where people start cycling” The Bristol and Bath Railway Path features a range of artworks

The Greenways & Cycleroutes team

GET INVOLVED

Grimshaw’s mission is an important one, and it needs extra support.

“I’m conscious that it’s very hard to ask people to do voluntary work, but it would make a big difference if there were a few more people to call on,” he says.

The Gordie Howe International Bridge will have six lanes for traffic, a cycle lane and a “We’re footpathalways looking for extra help with the planning process, so if any CIHT members would be willing to get involved, please do!”

LEARN MORE Go to www.johngrimshaw associates.co.uk to find out more about how you could lend a hand

MAY/JUNE 2022 TP 25

91CIHMAY22113.pgs 11.05.2022 14:57

John Grimshaw, 3

P IO N E E R IN G S P IR ITS

A66, 1

P ROJECT FOC U S VERSION REPRO OP SUBS ART

MODERN BRITAIN (IN ONE ROAD)

PRODUCTION

Many of the challenges facing the UK – levelling up, achieving economic growth while respecting the environment, and even the state of the union – come together in the A66 Northern Trans-Pennine Project

WORDS / JASON BARNES

T

HE GOVERNMENT’S LEVELLING UP white paper, launched in February 2022, aims to “transform the UK by spreading opportunity to all parts of it”. If successful, the strategy should help to address decades-old social inequalities, including the perceived north-south divide.

Even before the white paper’s announcement, major projects had been unveiled which were intended to deliver opportunities by improving transport infrastructure for certain parts of the country. National Highways’ £1bn A66 Northern Trans-Pennine project, one of the UK’s largest infrastructure efforts, is a prime example of this, having been announced shortly after Boris Johnson moved into Downing Street in 2019.

The A66 follows the route of a Roman road which once stretched from Scotch Corner in the east to Penrith in the west. The modern road goes further, from just outside Middlesbrough in North Yorkshire to Workington in Cumbria.

Along the way, it crosses some challenging and precious terrain and is subject to extremes of weather. It also has some distinct and unusual traffic patterns; for example, at 25%, it sees a higher-than-average level of HGVs.

Unfortunately, there’s also a high number of fatal road accidents on this route, which constitutes a vital economic pathway across the north of England.

So, with multiple agendas in play – from levelling up to the environment, safety and even the state of the union – the A66 project illustrates many of the challenges facing modern Britain.

MAKING THE CASE

One priority for the project is dualling the six remaining single-carriageway sections of the A66

Topography has undoubtedly influenced some of the historical decisions in terms of road geometries along the A66. Indeed, the route switches from single to dual carriageway and back again in several places.

This causes queueing and presents some less-than-ideal options for crossing or joining traffic, both increasing the level of risk and causing congestion and access issues. Most of the improvements proposed by National Highways as part of the Northern TransPennine project involve converting the road to dual carriageway along its entire length.

For a number of operational, social and environmental reasons – including congestion,

CLIENT

“For a number of operational, social and environmental reasons, the proposed improvements make great sense... but progress is less than straightforward”

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91CIHMAY22114.pgs 11.05.2022 14:57

A66, 1

P ROJECT FOC U S VERSION REPRO OP SUBS ART

MODERN BRITAIN (IN ONE ROAD)

PRODUCTION

Many of the challenges facing the UK – levelling up, achieving economic growth while respecting the environment, and even the state of the union – come together in the A66 Northern Trans-Pennine Project

WORDS / JASON BARNES

T

HE GOVERNMENT’S LEVELLING UP white paper, launched in February 2022, aims to “transform the UK by spreading opportunity to all parts of it”. If successful, the strategy should help to address decades-old social inequalities, including the perceived north-south divide.

Even before the white paper’s announcement, major projects had been unveiled which were intended to deliver opportunities by improving transport infrastructure for certain parts of the country. National Highways’ £1bn A66 Northern Trans-Pennine project, one of the UK’s largest infrastructure efforts, is a prime example of this, having been announced shortly after Boris Johnson moved into Downing Street in 2019.

The A66 follows the route of a Roman road which once stretched from Scotch Corner in the east to Penrith in the west. The modern road goes further, from just outside Middlesbrough in North Yorkshire to Workington in Cumbria.

Along the way, it crosses some challenging and precious terrain and is subject to extremes of weather. It also has some distinct and unusual traffic patterns; for example, at 25%, it sees a higher-than-average level of HGVs.

Unfortunately, there’s also a high number of fatal road accidents on this route, which constitutes a vital economic pathway across the north of England.

So, with multiple agendas in play – from levelling up to the environment, safety and even the state of the union – the A66 project illustrates many of the challenges facing modern Britain.

MAKING THE CASE

One priority for the project is dualling the six remaining single-carriageway sections of the A66

Topography has undoubtedly influenced some of the historical decisions in terms of road geometries along the A66. Indeed, the route switches from single to dual carriageway and back again in several places.

This causes queueing and presents some less-than-ideal options for crossing or joining traffic, both increasing the level of risk and causing congestion and access issues. Most of the improvements proposed by National Highways as part of the Northern TransPennine project involve converting the road to dual carriageway along its entire length.

For a number of operational, social and environmental reasons – including congestion,

CLIENT

“For a number of operational, social and environmental reasons, the proposed improvements make great sense... but progress is less than straightforward”

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safety and emissions – the improvements make great sense. However, a range of factors conspire to make progress less than straightforward.

Lee Hillyard, A66 project director at National Highways, cites numerous reasons why the proposed upgrades are needed. In a complex environment involving freight, agricultural and private vehicles, the proposed interventions could make a real difference, he says.

“Improving the A66 forms an important part of the transformation strategy for the UK. For example, since the vote to leave the EU, a lot of goods now come into the UK via Ireland.

If you live in the south-east of England, your Amazon orders might have to come across the bottom of Scotland via the A66, before heading down the A1(M).

61

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North Pennines Area of Ourtstanding Natural Beauty

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A6 6

59

M6

Lake District National Park

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A6 6

39

57

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Yorkshire Dales National Park

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A17 1

Scotch Corner 55

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Stockton-on-Tees Middlesbrough A66

Darlington 56

NATIONAL HIGHWAYS’ PREFERRED ROUTE

10 km

North Yorkshire Moors National Park

The 50-mile route between the A1(M) and the M6 has six separate sections of single carriageway.

A number of these sections currently have above average collision rates for all vehicle types, with a higher than expected proportion of collisions involving HGVs (21%-30%, versus 12% nationally).

PREVIOUS PAGE: ALAMY, SHUTTERSTOCK

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The upgraded A66 is expected to carry 23% of all trans-Pennine HGV traffic, connecting the A1(M) at Scotch Corner to the M6 at Penrith

“But it’s not just a freight corridor,” he explains. “It’s important to acknowledge that this is a working area; there’s a lot of high-value arable land and estates that are hundreds of years old.”

Levelling up, continues Hillyard, is about more than just the north-south divide; it’s also about east-west. Teesside is one of the UK’s first freeports, and improving its connections will boost growth in the area. The A66 also provides access to jobs in places like Durham.

“For instance, the companies in what’s called the North East of England Process Industry Cluster (NEPIC) manufacture 50% of the UK’s petrochemicals and 35% of its pharmaceuticals.

They contribute significantly towards making the region the only net exporting region in the UK, with more than £13bn in exports. The NEPIC is just one of five ‘innovation clusters’ in the North East. In Sunderland, Nissan is a major employer. As is the public sector; last year, HM Treasury announced plans to relocate more than a quarter of its staff to Darlington.”

There are also health and social outcomes to consider. Improving the safety of merging or crossing traffic on the A66 helps to guarantee accessibility, as an accident on the single-lane sections typically means a road closure. “If you live in Penrith and need specialist medical care, that means travelling to Newcastle or Middlesbrough,” explains Hillyard. “A road closure could be life-threatening. And what about the school run? If the road’s closed and

Three lanes were first promised for the A1(M) at Scotch Corner (above) back in 1989... and finally arrived in 2018

you can’t get to the major communities where the schools are, what happens to your children?”

“Then there’s longer-distance tourism: to get from Watford to Fort William, for instance, your route of choice is the A1(M) and the A66,” he adds.

EXTRA HEADACHES

“If you live in Penrith and need specialist medical care, that means travelling to Newcastle or Middlesbrough.

A road closure could be life-threatening”

Environmental concerns associated with the project go well beyond reducing vehicle-related emissions. For instance, the A66 cuts through an Area of Outstanding Natural Beauty (AONB), plus several Special Areas of Conservation (SACs) and Sites of Special Scientific Interest (SSSIs). There are also pressures relating to key environmental targets. These include, nationally, achieving net zero and, locally, reducing as far as possible the carbon footprint of the build itself.

Often, these concerns are raised not by people local to the project but by a growing number of vocal and well-organised advocacy groups. This can complicate the political and legal outlook.

The A66 project team acknowledges that there are considerable challenges relating to the environment. There are, for example, SACs and SSSIs on either side of the AONB at Warcop.

Indeed, Hillyard notes that if making the whole of the A66 into a dual carriageway were easy, it would have been done half a century ago.

“We recognise that it’s a ‘different’ road,” says head of design Monica Corso Griffiths.

“We’re asking, ‘What are the landscapes?’ and trying to blend the solutions, rather than creating eyesores. Three design reviews have MAY/JUNE 2022 TP 29

91CIHMAY22115.pgs 11.05.2022 14:57

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P ROJECT FO C U S

VERSION REPRO OP SUBS ART PRODUCTION

safety and emissions – the improvements make great sense. However, a range of factors conspire to make progress less than straightforward.

Lee Hillyard, A66 project director at National Highways, cites numerous reasons why the proposed upgrades are needed. In a complex environment involving freight, agricultural and private vehicles, the proposed interventions could make a real difference, he says.

“Improving the A66 forms an important part of the transformation strategy for the UK. For example, since the vote to leave the EU, a lot of goods now come into the UK via Ireland.

If you live in the south-east of England, your Amazon orders might have to come across the bottom of Scotland via the A66, before heading down the A1(M).

61

Penrith

40

North Pennines Area of Ourtstanding Natural Beauty

60

A6 6

59

M6

Lake District National Park

58

A6 6

39

57

) (M A1

Yorkshire Dales National Park

BLACK YELLOW MAGENTA CYAN

A17 1

Scotch Corner 55

38

28 TP MAY/JUNE 2022

Stockton-on-Tees Middlesbrough A66

Darlington 56

NATIONAL HIGHWAYS’ PREFERRED ROUTE

10 km

North Yorkshire Moors National Park

The 50-mile route between the A1(M) and the M6 has six separate sections of single carriageway.

A number of these sections currently have above average collision rates for all vehicle types, with a higher than expected proportion of collisions involving HGVs (21%-30%, versus 12% nationally).

PREVIOUS PAGE: ALAMY, SHUTTERSTOCK

41

A66

A19

CLIENT

The upgraded A66 is expected to carry 23% of all trans-Pennine HGV traffic, connecting the A1(M) at Scotch Corner to the M6 at Penrith

“But it’s not just a freight corridor,” he explains. “It’s important to acknowledge that this is a working area; there’s a lot of high-value arable land and estates that are hundreds of years old.”

Levelling up, continues Hillyard, is about more than just the north-south divide; it’s also about east-west. Teesside is one of the UK’s first freeports, and improving its connections will boost growth in the area. The A66 also provides access to jobs in places like Durham.

“For instance, the companies in what’s called the North East of England Process Industry Cluster (NEPIC) manufacture 50% of the UK’s petrochemicals and 35% of its pharmaceuticals.

They contribute significantly towards making the region the only net exporting region in the UK, with more than £13bn in exports. The NEPIC is just one of five ‘innovation clusters’ in the North East. In Sunderland, Nissan is a major employer. As is the public sector; last year, HM Treasury announced plans to relocate more than a quarter of its staff to Darlington.”

There are also health and social outcomes to consider. Improving the safety of merging or crossing traffic on the A66 helps to guarantee accessibility, as an accident on the single-lane sections typically means a road closure. “If you live in Penrith and need specialist medical care, that means travelling to Newcastle or Middlesbrough,” explains Hillyard. “A road closure could be life-threatening. And what about the school run? If the road’s closed and

Three lanes were first promised for the A1(M) at Scotch Corner (above) back in 1989... and finally arrived in 2018

you can’t get to the major communities where the schools are, what happens to your children?”

“Then there’s longer-distance tourism: to get from Watford to Fort William, for instance, your route of choice is the A1(M) and the A66,” he adds.

EXTRA HEADACHES

“If you live in Penrith and need specialist medical care, that means travelling to Newcastle or Middlesbrough.

A road closure could be life-threatening”

Environmental concerns associated with the project go well beyond reducing vehicle-related emissions. For instance, the A66 cuts through an Area of Outstanding Natural Beauty (AONB), plus several Special Areas of Conservation (SACs) and Sites of Special Scientific Interest (SSSIs). There are also pressures relating to key environmental targets. These include, nationally, achieving net zero and, locally, reducing as far as possible the carbon footprint of the build itself.

Often, these concerns are raised not by people local to the project but by a growing number of vocal and well-organised advocacy groups. This can complicate the political and legal outlook.

The A66 project team acknowledges that there are considerable challenges relating to the environment. There are, for example, SACs and SSSIs on either side of the AONB at Warcop.

Indeed, Hillyard notes that if making the whole of the A66 into a dual carriageway were easy, it would have been done half a century ago.

“We recognise that it’s a ‘different’ road,” says head of design Monica Corso Griffiths.

“We’re asking, ‘What are the landscapes?’ and trying to blend the solutions, rather than creating eyesores. Three design reviews have MAY/JUNE 2022 TP 29

91CIHMAY22115.pgs 11.05.2022 14:57

A66, 2

P ROJECT FO C U S

VERSION REPRO OP SUBS ART PRODUCTION CLIENT

been carried out with the Design Council, looking at how it connects with the landscape.

We’ve done a lot to determine the design principles, which we’ve carried into the DCO [development consent order] submission.”

The sheer complexity of the current legal landscape is also a factor when looking to get a Nationally Significant Infrastructure Project (NSIP) like the A66 through the planning process. NSIPs need to be consented through DCOs, which have to reconcile a number of often contradictory factors, says Robbie Owen, partner, parliamentary agent and head of infrastructure planning and government affairs at Pinsent Masons, the law firm supporting National Highways with the A66’s DCO application.

DCOs are intended to improve transparency and to gain input from the widest possible range of stakeholders. Introduced by the Planning Act of 2008, they have been subject to a process of continuous improvement ever since.

Alongside its levelling-up ambitions, Boris Johnson’s government also wants to shorten the time it takes for major projects to get through the planning approvals process – as exemplified

by Project Speed, the rail improvement and infrastructure efficiency plan which was endorsed in the 2020 National Infrastructure Strategy. Project Speed emphasises “building back better” in the wake of COVID-19, as well as moving towards net zero and levelling up the economy across the whole of England.

More recently, in light of events in Ukraine, energy security has also gained traction politically, prompting fresh calls to speed up the energy infrastructure planning process.

The A66 project is regarded as being part of the vanguard of these efforts to accelerate project delivery, despite it being the biggest highway NSIP to date, by quite some margin.

This stretch of the A66 near Penrith is set to become a much-needed dual carriageway

The lack of other major routes means that local traffic competes with long-distance HGVs

“The responses have indicated broad support, and there are pockets of individual feedback which have been very interesting”

One challenge, according to Owen, is that road-building has become more controversial of late. This has led to a slowing of the DCO process, even compared with just a few years ago, as issues such as decarbonisation, biodiversity and climate resilience have come to the fore.

PUSHING AHEAD Despite the complications, a DCO submission for the A66 is imminent. “We’ve decided the preferred route and have consulted both before and after that,” explains Hillyard. “The responses have indicated broad support, and there are

Part of the challenge has been finding ways to minimise the disruption for local people

30 TP MAY/JUNE 2022

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pockets of individual feedback which have been very interesting. For instance, hauliers appreciate the condition of the A66 being signposted outside the UK, in places such as north-west France. Drivers can then make an early decision on whether to use the A1(M) and the A66, or to travel up the M40 and M6. Route selection can significantly affect hauliers’ profitability.

“Are we confident about our submission?

We have a solution which I think is defensible.

Will we get acceptance of our application for examination inside 28 days? That’s in the planners’ hands. Will we see challenges? Probably.

“We can keep going for another two or three years but, realistically, our solution isn’t going to get materially better,” Hillyard continues. “Yes, some local residents might be affected by blight, but you have to draw a line at some point. We can’t keep spending taxpayers’ money looking at this, and we have to get it to examination for the planning inspector to review.”

Corso Griffiths also notes that a road-based solution really does make the best sense. The connectivity provided by a road is far greater than that offered by a string of railway stations, for example, and, in reality, roads provide the only possible solution for some loads.

For instance, the restricted diameters of the Victorian-era rail tunnels across the Pennines make some oversized loads impossible.

Hillyard picks up on the point: “I look at the ‘A, B, C, D’ of this [the A66]. Is it affordable, buildable, consent-able and defensible? Then

there are what I call the ‘golden threads’: are we going after the lowest-carbon solution possible? Are we maximising social value and biodiversity? For the £1bn spent, we’re looking to create £1.5bn of value, as well as providing opportunities for others in the area, such as walkers, cyclists and horse-riders.”

Subject to a successful DCO submission, construction of the A66 Northern Trans-Pennine project is expected to start in 2024-2025.

More than 1,200 people and organisations contributed to the consultation process

CELEBRATING THE BEST

The A66 Northern Trans-Pennine project team at Highways England was shortlisted for Team of the Year at the 2019 CIHT Awards. Find out more about this year’s awards at www.ciht.org. uk/events-listing/featured-events/ ciht-awards

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been carried out with the Design Council, looking at how it connects with the landscape.

We’ve done a lot to determine the design principles, which we’ve carried into the DCO [development consent order] submission.”

The sheer complexity of the current legal landscape is also a factor when looking to get a Nationally Significant Infrastructure Project (NSIP) like the A66 through the planning process. NSIPs need to be consented through DCOs, which have to reconcile a number of often contradictory factors, says Robbie Owen, partner, parliamentary agent and head of infrastructure planning and government affairs at Pinsent Masons, the law firm supporting National Highways with the A66’s DCO application.

DCOs are intended to improve transparency and to gain input from the widest possible range of stakeholders. Introduced by the Planning Act of 2008, they have been subject to a process of continuous improvement ever since.

Alongside its levelling-up ambitions, Boris Johnson’s government also wants to shorten the time it takes for major projects to get through the planning approvals process – as exemplified

by Project Speed, the rail improvement and infrastructure efficiency plan which was endorsed in the 2020 National Infrastructure Strategy. Project Speed emphasises “building back better” in the wake of COVID-19, as well as moving towards net zero and levelling up the economy across the whole of England.

More recently, in light of events in Ukraine, energy security has also gained traction politically, prompting fresh calls to speed up the energy infrastructure planning process.

The A66 project is regarded as being part of the vanguard of these efforts to accelerate project delivery, despite it being the biggest highway NSIP to date, by quite some margin.

This stretch of the A66 near Penrith is set to become a much-needed dual carriageway

The lack of other major routes means that local traffic competes with long-distance HGVs

“The responses have indicated broad support, and there are pockets of individual feedback which have been very interesting”

One challenge, according to Owen, is that road-building has become more controversial of late. This has led to a slowing of the DCO process, even compared with just a few years ago, as issues such as decarbonisation, biodiversity and climate resilience have come to the fore.

PUSHING AHEAD Despite the complications, a DCO submission for the A66 is imminent. “We’ve decided the preferred route and have consulted both before and after that,” explains Hillyard. “The responses have indicated broad support, and there are

Part of the challenge has been finding ways to minimise the disruption for local people

30 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

pockets of individual feedback which have been very interesting. For instance, hauliers appreciate the condition of the A66 being signposted outside the UK, in places such as north-west France. Drivers can then make an early decision on whether to use the A1(M) and the A66, or to travel up the M40 and M6. Route selection can significantly affect hauliers’ profitability.

“Are we confident about our submission?

We have a solution which I think is defensible.

Will we get acceptance of our application for examination inside 28 days? That’s in the planners’ hands. Will we see challenges? Probably.

“We can keep going for another two or three years but, realistically, our solution isn’t going to get materially better,” Hillyard continues. “Yes, some local residents might be affected by blight, but you have to draw a line at some point. We can’t keep spending taxpayers’ money looking at this, and we have to get it to examination for the planning inspector to review.”

Corso Griffiths also notes that a road-based solution really does make the best sense. The connectivity provided by a road is far greater than that offered by a string of railway stations, for example, and, in reality, roads provide the only possible solution for some loads.

For instance, the restricted diameters of the Victorian-era rail tunnels across the Pennines make some oversized loads impossible.

Hillyard picks up on the point: “I look at the ‘A, B, C, D’ of this [the A66]. Is it affordable, buildable, consent-able and defensible? Then

there are what I call the ‘golden threads’: are we going after the lowest-carbon solution possible? Are we maximising social value and biodiversity? For the £1bn spent, we’re looking to create £1.5bn of value, as well as providing opportunities for others in the area, such as walkers, cyclists and horse-riders.”

Subject to a successful DCO submission, construction of the A66 Northern Trans-Pennine project is expected to start in 2024-2025.

More than 1,200 people and organisations contributed to the consultation process

CELEBRATING THE BEST

The A66 Northern Trans-Pennine project team at Highways England was shortlisted for Team of the Year at the 2019 CIHT Awards. Find out more about this year’s awards at www.ciht.org. uk/events-listing/featured-events/ ciht-awards

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GET IN TOUCH Got an inspiring story to share?

Contact us on: communications @ciht.org.uk

ADVANCE YOUR CAREER WITH CIHT

REPRO OP SUBS ART

Project Centre’s recent design for Moreland Street in Islington was developed in line with TfL’s Healthy Streets Indicators

PRODUCTION CLIENT

NO JOB TOO BIG Whether she’s tackling huge infrastructure projects like the Beijing South station (right) or studying road safety in Hong Kong (left), Michelle has never been put off by a challenge

SOME TRIPS WERE MEMORABLE FOR OTHER REASONS...

When working in Uganda, I was taken out by the local consultants to have coffee in a nearby hotel.

There was something about the place; I just didn’t feel comfortable.

I later found out that Idi Amin had used that hotel as one of his torture chambers. The project itself went OK, but that trip to the hotel has certainly stayed with me.

DUBAI WAS EXCITING THERE’S NO PLACE LIKE HOME

T H E VIEW F ROM H ERE

GLOBETROTTER As a transport planner and head of technical development at PTRC Training, Michelle Wood’s career has taken her to China, Dubai, Uganda and beyond…

I’VE ALWAYS HAD THE TRAVEL BUG

Michelle Wood is a Fellow of CIHT and a Chartered transport planner

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My first degree was in economics, but I found that too dry. I decided that I didn’t want to be stuck behind a desk all day, so I took a specialism in urban planning and transport planning, and I realised that transportation can be quite cool.

My first stint overseas as a transport planner was on World Bank agency projects

in Bangladesh, Uganda and Guyana. These were relatively short trips either to set up transport master plans or, in the case of Guyana and Uganda, to look at pavement design.

In 1997, I went to Hong Kong and spent two or three years out there. Next there was an opportunity in Beijing to lead the planning team at Atkins.

Let’s just say there have been many more projects since then!

Everyone needs to keep their skills up to date, and the UK is still the best country in the world for teaching transfer planning. So I go overseas, and then I tend to come back and build up my knowledge base, refresh my skill set with best-practice examples and then head abroad again. That’s typically the cycle.

CHINA WAS A CHALLENGE During my time in China, I was tasked with developing the transport planning team in Beijing, Shanghai and Shenzhen.

It was a huge job, especially for someone who doesn’t read Chinese. I could understand about 60% of Mandarin when I arrived, but over the three years it increased to around 80%. I had to rely on my teams to help me.

There was only one senior planner and one principal to start with, and I had to recruit the rest. I was working 80 hours a week for three years. I managed to recruit a good pool of graduates from the likes of Imperial College and Newcastle University, as well as a couple from the best Beijing universities, but I would still have to teach them how to write proposals and technical reports.

It was really stressful, but it was also one of the most exciting times in my career, because I got involved in the design of the Beijing South railway station, which was built for the 2008 Olympics.

“I go overseas and then I come back to the UK to refresh my skill set”

I helped to develop the design guide for Dubai Airport’s highway layout – that was quite cool. I had to draw up and design the highway conditions, because the roads around the airport needed a lot of improvement. It was something I hadn’t done before, and it pushed the boundaries of my skills.

Likewise, in Malaysia, I built a walking and cycling framework in the state of Johor. It was a big project and I was responsible for the whole master plan.

THERE’S STILL LOTS ON MY BUCKET LIST I haven’t been to South America to work, but I guess there would be a language barrier for me there. I would be open to going to any of the English-speaking Commonwealth countries too. I think Australia would be top of my list.

MAY/JUNE 2022 TP 33

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VERSION

TP PROGRESS

GET IN TOUCH Got an inspiring story to share?

Contact us on: communications @ciht.org.uk

ADVANCE YOUR CAREER WITH CIHT

REPRO OP SUBS ART

Project Centre’s recent design for Moreland Street in Islington was developed in line with TfL’s Healthy Streets Indicators

PRODUCTION CLIENT

NO JOB TOO BIG Whether she’s tackling huge infrastructure projects like the Beijing South station (right) or studying road safety in Hong Kong (left), Michelle has never been put off by a challenge

SOME TRIPS WERE MEMORABLE FOR OTHER REASONS...

When working in Uganda, I was taken out by the local consultants to have coffee in a nearby hotel.

There was something about the place; I just didn’t feel comfortable.

I later found out that Idi Amin had used that hotel as one of his torture chambers. The project itself went OK, but that trip to the hotel has certainly stayed with me.

DUBAI WAS EXCITING THERE’S NO PLACE LIKE HOME

T H E VIEW F ROM H ERE

GLOBETROTTER As a transport planner and head of technical development at PTRC Training, Michelle Wood’s career has taken her to China, Dubai, Uganda and beyond…

I’VE ALWAYS HAD THE TRAVEL BUG

Michelle Wood is a Fellow of CIHT and a Chartered transport planner

32 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

My first degree was in economics, but I found that too dry. I decided that I didn’t want to be stuck behind a desk all day, so I took a specialism in urban planning and transport planning, and I realised that transportation can be quite cool.

My first stint overseas as a transport planner was on World Bank agency projects

in Bangladesh, Uganda and Guyana. These were relatively short trips either to set up transport master plans or, in the case of Guyana and Uganda, to look at pavement design.

In 1997, I went to Hong Kong and spent two or three years out there. Next there was an opportunity in Beijing to lead the planning team at Atkins.

Let’s just say there have been many more projects since then!

Everyone needs to keep their skills up to date, and the UK is still the best country in the world for teaching transfer planning. So I go overseas, and then I tend to come back and build up my knowledge base, refresh my skill set with best-practice examples and then head abroad again. That’s typically the cycle.

CHINA WAS A CHALLENGE During my time in China, I was tasked with developing the transport planning team in Beijing, Shanghai and Shenzhen.

It was a huge job, especially for someone who doesn’t read Chinese. I could understand about 60% of Mandarin when I arrived, but over the three years it increased to around 80%. I had to rely on my teams to help me.

There was only one senior planner and one principal to start with, and I had to recruit the rest. I was working 80 hours a week for three years. I managed to recruit a good pool of graduates from the likes of Imperial College and Newcastle University, as well as a couple from the best Beijing universities, but I would still have to teach them how to write proposals and technical reports.

It was really stressful, but it was also one of the most exciting times in my career, because I got involved in the design of the Beijing South railway station, which was built for the 2008 Olympics.

“I go overseas and then I come back to the UK to refresh my skill set”

I helped to develop the design guide for Dubai Airport’s highway layout – that was quite cool. I had to draw up and design the highway conditions, because the roads around the airport needed a lot of improvement. It was something I hadn’t done before, and it pushed the boundaries of my skills.

Likewise, in Malaysia, I built a walking and cycling framework in the state of Johor. It was a big project and I was responsible for the whole master plan.

THERE’S STILL LOTS ON MY BUCKET LIST I haven’t been to South America to work, but I guess there would be a language barrier for me there. I would be open to going to any of the English-speaking Commonwealth countries too. I think Australia would be top of my list.

MAY/JUNE 2022 TP 33

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MASTERCL ASS

Zeina Nazer, co-founder of Cities Forum and a doctoral researcher at the University of Southampton, highlights some of the latest developments in sustainable city planning

SUBS

What’s the story behind Cities Forum?

ART PRODUCTION CLIENT

We are a network of more than 200 experts who work with cities and companies around the world to solve sustainable urban development challenges.

I’m one of three co-founders, each with more than 20 years’ experience in the transportation sector. We met at the University of Oxford and, having been working on different projects around the world in the years since then, we thought it was a good idea to come together to establish an organisation to support the urban projects of the future.

What are your main aims?

We help the people involved in city projects create a more sustainable future. We do this by creating a community where

learning and networking are possible – and where joint initiatives can be created.

What are the main challenges facing urban developers?

The biggest issue is rapid urbanisation. Global climate change is exacerbating the impact of environmental threats in urban areas, but there is also a shortage of essential resources.

For example, urban sprawl reduces water catchment areas and agricultural land, while also increasing demand for energy.

There is also arguably too much reliance on technology, which creates issues around access to it and our ability to use it wisely. However, technology will be increasingly used in the development and running of cities, so this is an area that needs to be addressed in the short term.

How has COVID-19 changed urban development priorities?

There has been a big shift towards active transport, as well as the rise of electric mobility and fresh proposals for road pricing. We’re seeing those ideas catching on in London especially.

What ideas are making the UK a leader on urban development?

One of the measures being explored by Transport for London (TfL) and several London boroughs is the concept of Low-Traffic Neighbourhoods (LTNs). These use a combination of bollards, planters and automatic number plate recognition cameras to remove through traffic from specific residential roads, divert traffic onto main distributor roads outside the LTN, and encourage greener modes of transport such as walking and cycling.

NO MORE RAT RUNS One study found that 90% of Brits live on roads which could form part of an LTN

Every resident is still allowed to drive onto their street and access their home, but it is made difficult or impossible to drive straight from one main road to the next.

That makes short car journeys impractical and undesirable, which is precisely the aim. According to TfL, 95 LTNs have been created by local councils using TfL funding, totalling £6.9m. (You can read more from the Living Streets campaign at bit.ly/3s9eLVi).

WATERWORLD Oxagon, a floating city near the Suez Canal, boasts high-speed rail links and a cruise terminal

Where are some of the most exciting initiatives around the world?

TONY C. FRENCH

REPRO OP

SEIZING URBAN OPPORTUNITIES

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One that comes to mind is in Germany, on the site of the former Berlin Tegel airport, which is set to become a new research and industrial park for urban technologies, called “Berlin TXL – The Urban Tech Republic” (see bit.ly/3Fdq2ci).

It will be a hub for companies, universities and institutes to research, develop and produce

an adjacent residential area, Berlin TXL is one of the largest urban development projects in Europe.

What can we expect to see from urban development projects in the UK in the future?

Berlin TXL includes 5,000 new homes

collaboratively, with a focus on what the growing cities of the 21st century will need. Topics to be researched include the efficient use of energy, sustainable building, eco-friendly mobility, and recycling. There’s also work to do around the networked control of systems, clean water and the use of new materials.

Along with the development of

“Our cities’ reliance on technology creates issues around access to it and our ability to use it wisely”

The Transport Decarbonisation Plan sets out the UK government’s commitment to get to net zero by 2050. While that commitment is very much needed, the plan must also be supported with more policy detail and recommended actions.

Most UK cities already recognise that a zero-carbon urban transport system could deliver benefits in terms of health, wellbeing and social equality. The total transport sector is responsible for more than 24% of global CO2 emissions (with 72% of that coming from road transport), so we must decarbonise rapidly to meet our climate targets.

KEEP EXPLORING Dig into our urban design resources at: ciht.org.uk/ knowledge-resource-centre

MAY/JUNE 2022 TP 35

91CIHMAY22118.pgs 11.05.2022 15:01

Masterclass, 1

T P P RO G R ES S

VERSION

MASTERCL ASS

Zeina Nazer, co-founder of Cities Forum and a doctoral researcher at the University of Southampton, highlights some of the latest developments in sustainable city planning

SUBS

What’s the story behind Cities Forum?

ART PRODUCTION CLIENT

We are a network of more than 200 experts who work with cities and companies around the world to solve sustainable urban development challenges.

I’m one of three co-founders, each with more than 20 years’ experience in the transportation sector. We met at the University of Oxford and, having been working on different projects around the world in the years since then, we thought it was a good idea to come together to establish an organisation to support the urban projects of the future.

What are your main aims?

We help the people involved in city projects create a more sustainable future. We do this by creating a community where

learning and networking are possible – and where joint initiatives can be created.

What are the main challenges facing urban developers?

The biggest issue is rapid urbanisation. Global climate change is exacerbating the impact of environmental threats in urban areas, but there is also a shortage of essential resources.

For example, urban sprawl reduces water catchment areas and agricultural land, while also increasing demand for energy.

There is also arguably too much reliance on technology, which creates issues around access to it and our ability to use it wisely. However, technology will be increasingly used in the development and running of cities, so this is an area that needs to be addressed in the short term.

How has COVID-19 changed urban development priorities?

There has been a big shift towards active transport, as well as the rise of electric mobility and fresh proposals for road pricing. We’re seeing those ideas catching on in London especially.

What ideas are making the UK a leader on urban development?

One of the measures being explored by Transport for London (TfL) and several London boroughs is the concept of Low-Traffic Neighbourhoods (LTNs). These use a combination of bollards, planters and automatic number plate recognition cameras to remove through traffic from specific residential roads, divert traffic onto main distributor roads outside the LTN, and encourage greener modes of transport such as walking and cycling.

NO MORE RAT RUNS One study found that 90% of Brits live on roads which could form part of an LTN

Every resident is still allowed to drive onto their street and access their home, but it is made difficult or impossible to drive straight from one main road to the next.

That makes short car journeys impractical and undesirable, which is precisely the aim. According to TfL, 95 LTNs have been created by local councils using TfL funding, totalling £6.9m. (You can read more from the Living Streets campaign at bit.ly/3s9eLVi).

WATERWORLD Oxagon, a floating city near the Suez Canal, boasts high-speed rail links and a cruise terminal

Where are some of the most exciting initiatives around the world?

TONY C. FRENCH

REPRO OP

SEIZING URBAN OPPORTUNITIES

34 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

One that comes to mind is in Germany, on the site of the former Berlin Tegel airport, which is set to become a new research and industrial park for urban technologies, called “Berlin TXL – The Urban Tech Republic” (see bit.ly/3Fdq2ci).

It will be a hub for companies, universities and institutes to research, develop and produce

an adjacent residential area, Berlin TXL is one of the largest urban development projects in Europe.

What can we expect to see from urban development projects in the UK in the future?

Berlin TXL includes 5,000 new homes

collaboratively, with a focus on what the growing cities of the 21st century will need. Topics to be researched include the efficient use of energy, sustainable building, eco-friendly mobility, and recycling. There’s also work to do around the networked control of systems, clean water and the use of new materials.

Along with the development of

“Our cities’ reliance on technology creates issues around access to it and our ability to use it wisely”

The Transport Decarbonisation Plan sets out the UK government’s commitment to get to net zero by 2050. While that commitment is very much needed, the plan must also be supported with more policy detail and recommended actions.

Most UK cities already recognise that a zero-carbon urban transport system could deliver benefits in terms of health, wellbeing and social equality. The total transport sector is responsible for more than 24% of global CO2 emissions (with 72% of that coming from road transport), so we must decarbonise rapidly to meet our climate targets.

KEEP EXPLORING Dig into our urban design resources at: ciht.org.uk/ knowledge-resource-centre

MAY/JUNE 2022 TP 35

91CIHMAY22118.pgs 11.05.2022 15:01

Masterclass, 1

T P P RO G R ES S

WHO IS GARY NEILL?

VERSION

CHANGING TOON Newcastle’s 24-acre Science Central site (left) features laboratories, tech firms and housing developments

FROM THE UKRLG

REPRO OP

MEET OUR NEW FOOTWAYS AND CYCLETRACK CHAIR

SUBS

Gary Neill shares his vision for active travel infrastructure

GRACE SMITH PRODUCTION

We’ve allowed cars to dominate for too long, says this associate director at Wood

CLIENT

I started out 22 years ago as a graduate engineer with a Master’s in transport engineering and operations from Newcastle University. Since then, I’ve worked for private and publicsector clients on projects all over the country.

Which projects have been highlights for you?

One was a road safety project 15 years ago in Boldon, here in the North East. During one site visit, I saw someone using the cycle track we built, which was very rewarding. At that moment, I realised I’d found my sense of purpose.

Another highlight was the Science Central project in Newcastle, for which I was the lead highway engineer. On that project, I started to appreciate that valuable interaction between public spaces, economic growth and sustainable travel.

36 TP ÷Ê‚π”fi◊Œ MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

Finally, one recent project was a 30km-long electric road system for trucks (above right). It’s a possible pathway to decarbonise freight.

What are the biggest lessons you’ve learned in your career?

The need to manage client expectations and not be too reactive when things don’t go to plan. You have put things in perspective: Brunel didn’t have the internet or emails, and yet he managed to build amazing long-lasting infrastructure!

What advice do you have for people just starting out?

Get stuck into every project that comes your way. It’s an exciting time for our sector, so take advantage of that and learn from every experience.

What’s the biggest challenge facing the sector?

For decades, we’ve given too much power to cars. We’ve let them dominate our streets, and we’ve become dependent on them, almost addicted.

How can future mobility ideas improve our transport networks?

Future mobility gives people a chance to rethink how we use our roads, how we travel, our carbon footprints, the pollution we create and our energy consumption.

It’s also an opportunity to create more inclusive transport networks which help communities become healthier and happier.

You’re a mentor for apprentices and graduates. How important is that role?

I have a sense of responsibility around it. Today’s apprentices and graduates will be tomorrow’s decision-makers. As managers, we need to transfer our knowledge and experience to them.

You’re junior vice-chair of CIHT’s North East and Cumbria region.

What do you hope to achieve?

SHUTTERSTOCK

ART

INSIDER

How did you reach your current position?

T

It’s a huge challenge for us to change that. It will take time, but more needs to be done now too.

HE FOOTWAYS AND Cycletrack Management Group (FCMG) consists of representatives from highways authorities, national governments, research bodies, technical consultancies and stakeholder groups. Our primary objective is to champion the role of good asset management and maintenance practices in realising the benefits of active travel.

As well as identifying, developing and disseminating best practice in the field of footway and cycletrack design, construction, maintenance and management, we also steer innovative research and monitor information needs for the asset management of active travel infrastructure. Our core focus is summed up by a principle from the government’s “Gear Change” strategy: “As important as building a route itself is maintaining it properly afterwards.”

Now that active travel is at the top of the agenda in highways and transportation, a key focus

for the group is looking at how serviceability can be improved to enable greater use of footways and cycleways over the whole service life of the infrastructure.

The FCMG works with other groups within the UKRLG to disseminate best practice effectively. We have a UK-wide focus, and my appointment as the first chair of the group not from an English local authority reinforces this broader perspective.

We are currently consulting with local authorities and other stakeholders to establish our priorities. We will report back on that in a future edition of Transportation Professional.

That said, the main priority for the sector is undoubtedly increasing levels of active travel and making these routes attractive, accessible, safe and comfortable.

That means having clearly defined walking and cycling routes, and ensuring that maintenance regimes (and funding) are in place. In England, the establishment of

Our region has always been an active and progressive one, so one thing I would like to see is more buzz around our mentoring scheme. My second goal is to drive innovation, especially in the energy, manufacturing and transport sectors, which we have a strong connection with.

WANT TO GET MORE INVOLVED WITH CIHT? Find out more at: ciht.org.uk/ professional-development/get-involved or email regions@ciht.org.uk

IT’S GO TIME As well as creating Active Travel England, the UK government has set aside a £2bn investment pot

“I’m an incorporated engineer and manager with 17 years’ experience working as a civil engineer in local government.

“In that time, I’ve built up my expertise in road maintenance, including winter maintenance, road asset management and street works. Currently, alongside my busy work life, I’m studying for a business management degree at the University of Strathclyde.

“Through my role as an engineer, I have developed a passion for using data to further the sector, especially at the local level. This approach can help to optimise our resources, especially in asset management. At the minute, this is not fully taken advantage of, and it needs to be a priority.”

Active Travel England (ATE) and the increased funding for local authorities to develop walking and cycling networks presents a welcome opportunity, and we will engage with ATE to make sure maintenance is not forgotten.

Our business plan identifies a number of potential tasks, including: cycle risk assessment guidance for defect and safety inspections; a review of technologybased survey methods; a review of the national cost of pedestrian and cycle accidents; risk-based lifecycle modelling for footways and cycleways; and reinstatement standards for cycle infrastructure.

FURTHER INFORMATION Learn more about the FCMG at: ukrlg.ciht.org.uk/ukrlg-home/ ukrlg-boards-governance

MAY/JUNE 2022 TP 37

91CIHMAY22119.pgs 11.05.2022 12:35

Insider/UKRLG, 1

T P P ROG RESS

WHO IS GARY NEILL?

VERSION

CHANGING TOON Newcastle’s 24-acre Science Central site (left) features laboratories, tech firms and housing developments

FROM THE UKRLG

REPRO OP

MEET OUR NEW FOOTWAYS AND CYCLETRACK CHAIR

SUBS

Gary Neill shares his vision for active travel infrastructure

GRACE SMITH PRODUCTION

We’ve allowed cars to dominate for too long, says this associate director at Wood

CLIENT

I started out 22 years ago as a graduate engineer with a Master’s in transport engineering and operations from Newcastle University. Since then, I’ve worked for private and publicsector clients on projects all over the country.

Which projects have been highlights for you?

One was a road safety project 15 years ago in Boldon, here in the North East. During one site visit, I saw someone using the cycle track we built, which was very rewarding. At that moment, I realised I’d found my sense of purpose.

Another highlight was the Science Central project in Newcastle, for which I was the lead highway engineer. On that project, I started to appreciate that valuable interaction between public spaces, economic growth and sustainable travel.

36 TP ÷Ê‚π”fi◊Œ MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

Finally, one recent project was a 30km-long electric road system for trucks (above right). It’s a possible pathway to decarbonise freight.

What are the biggest lessons you’ve learned in your career?

The need to manage client expectations and not be too reactive when things don’t go to plan. You have put things in perspective: Brunel didn’t have the internet or emails, and yet he managed to build amazing long-lasting infrastructure!

What advice do you have for people just starting out?

Get stuck into every project that comes your way. It’s an exciting time for our sector, so take advantage of that and learn from every experience.

What’s the biggest challenge facing the sector?

For decades, we’ve given too much power to cars. We’ve let them dominate our streets, and we’ve become dependent on them, almost addicted.

How can future mobility ideas improve our transport networks?

Future mobility gives people a chance to rethink how we use our roads, how we travel, our carbon footprints, the pollution we create and our energy consumption.

It’s also an opportunity to create more inclusive transport networks which help communities become healthier and happier.

You’re a mentor for apprentices and graduates. How important is that role?

I have a sense of responsibility around it. Today’s apprentices and graduates will be tomorrow’s decision-makers. As managers, we need to transfer our knowledge and experience to them.

You’re junior vice-chair of CIHT’s North East and Cumbria region.

What do you hope to achieve?

SHUTTERSTOCK

ART

INSIDER

How did you reach your current position?

T

It’s a huge challenge for us to change that. It will take time, but more needs to be done now too.

HE FOOTWAYS AND Cycletrack Management Group (FCMG) consists of representatives from highways authorities, national governments, research bodies, technical consultancies and stakeholder groups. Our primary objective is to champion the role of good asset management and maintenance practices in realising the benefits of active travel.

As well as identifying, developing and disseminating best practice in the field of footway and cycletrack design, construction, maintenance and management, we also steer innovative research and monitor information needs for the asset management of active travel infrastructure. Our core focus is summed up by a principle from the government’s “Gear Change” strategy: “As important as building a route itself is maintaining it properly afterwards.”

Now that active travel is at the top of the agenda in highways and transportation, a key focus

for the group is looking at how serviceability can be improved to enable greater use of footways and cycleways over the whole service life of the infrastructure.

The FCMG works with other groups within the UKRLG to disseminate best practice effectively. We have a UK-wide focus, and my appointment as the first chair of the group not from an English local authority reinforces this broader perspective.

We are currently consulting with local authorities and other stakeholders to establish our priorities. We will report back on that in a future edition of Transportation Professional.

That said, the main priority for the sector is undoubtedly increasing levels of active travel and making these routes attractive, accessible, safe and comfortable.

That means having clearly defined walking and cycling routes, and ensuring that maintenance regimes (and funding) are in place. In England, the establishment of

Our region has always been an active and progressive one, so one thing I would like to see is more buzz around our mentoring scheme. My second goal is to drive innovation, especially in the energy, manufacturing and transport sectors, which we have a strong connection with.

WANT TO GET MORE INVOLVED WITH CIHT? Find out more at: ciht.org.uk/ professional-development/get-involved or email regions@ciht.org.uk

IT’S GO TIME As well as creating Active Travel England, the UK government has set aside a £2bn investment pot

“I’m an incorporated engineer and manager with 17 years’ experience working as a civil engineer in local government.

“In that time, I’ve built up my expertise in road maintenance, including winter maintenance, road asset management and street works. Currently, alongside my busy work life, I’m studying for a business management degree at the University of Strathclyde.

“Through my role as an engineer, I have developed a passion for using data to further the sector, especially at the local level. This approach can help to optimise our resources, especially in asset management. At the minute, this is not fully taken advantage of, and it needs to be a priority.”

Active Travel England (ATE) and the increased funding for local authorities to develop walking and cycling networks presents a welcome opportunity, and we will engage with ATE to make sure maintenance is not forgotten.

Our business plan identifies a number of potential tasks, including: cycle risk assessment guidance for defect and safety inspections; a review of technologybased survey methods; a review of the national cost of pedestrian and cycle accidents; risk-based lifecycle modelling for footways and cycleways; and reinstatement standards for cycle infrastructure.

FURTHER INFORMATION Learn more about the FCMG at: ukrlg.ciht.org.uk/ukrlg-home/ ukrlg-boards-governance

MAY/JUNE 2022 TP 37

91CIHMAY22119.pgs 11.05.2022 12:35

Insider/UKRLG, 1

T P P ROG RESS

T P P RO G R ES S

HOW TO…

LAST MILE READY Many of Doha’s metro stations are already equipped with bicycle and scooter storage

DELIVER ACTIVE TRAVEL IN THE DESERT

Ahead of this year’s World Cup, Veronica Yu explains how Qatar is tempting people out of their air-conditioned cars

What are the challenges for active travel in Qatar?

Active travel is very different here compared with the UK and other places around the world.

Our main focus isn’t entirely on cycling and walking at the moment; it’s more to do with getting people out of their cars and onto public transport.

Qatar is a country dominated by the car – and people still enjoy driving within the infrastructure which has been built around them.

That’s why the first stage for us is shifting people towards public transport and then moving them on again towards walking and cycling. It’s a two-stage process, but it’s starting to work.

What about the climate?

People often get the impression that it’s so hot in Qatar that nobody walks or cycles. That might be true in the summer, but not so much in the winter, which lasts six months. In the winter, we see a lot more active travel, with people generally choosing other travel options.

Sometimes it’s not to reach a specific destination, it’s more for exercise – but they’re getting outside regardless.

38 TP MAY/JUNE 2022

How did your career start?

I graduated in 2008 and went to work in China, advising clients on high-speed railways. Then, in 2013, I joined Mott MacDonald as a support engineer on the Hong Kong–Zhuhai–Macau bridge.

After three years, I decided that I needed a Master’s. I applied for the transportation planning and engineering course at the University of Southampton. Most people do it either full-time in one year or part-time over two, but I effectively did it part-time in one year, while also holding down my job. It was difficult – for the whole year I only slept about five hours a night – but in the end I achieved a distinction, so it was all worth it.

How much of a barrier is the infrastructure to achieving increased levels of active travel?

The main challenge is ensuring that the different organisations and agencies come together and have the same opinions on what to provide. This is especially true when it comes to firstand last-mile connections with the public transport system.

There are plans for further investment in the “beautification” project that’s going on all over the country. From an active travel point of view, that means creating nicer environments for people to walk and cycle in. More trees are also being planted, which will provide more shade from the sun.

The country has seen a lot of changes in the past few years, and such is the commitment to cycling that Qatar holds the Guinness World Record for the longest continuous cycle path in the world.

The 33km-long Olympic Cycling Track includes 29 underpasses and five bridges to ensure non-stop cycling at speeds of up to 20kph.

In total, Qatar plans to have a network of cycling and pedestrian paths covering around 2,650km by the end of this year.

THE FAST TRACK TO CHARTERED

Wade Huang, senior pavement engineer at Mott MacDonald, took an unusual route to Chartered status

The climate is undoubtedly more of a barrier in the summer, but there has been a lot of investment in walkways and bus stops, from adding shelter to installing airconditioning systems to make these spaces more comfortable.

How is Qatar encouraging people to walk and cycle more?

WHAT I’V E LEARNED

“Such is the commitment to cycling that Qatar holds the Guinness World Record for the longest continuous cycle path in the world” How easy is it to access bicycles in Qatar?

Many people have their own bikes, and in the past couple of years Doha has started renting out e-scooters and e-bikes.

They’re available at specific hotspots, typically near public transport hubs. People can pick them up and drop them off wherever it’s convenient for them. Unsurprisingly, given the climate here, we see more demand for them in the winter.

What active travel plans are in place ahead of the World Cup later this year?

The rental bikes and scooters will be available for visitors, and Qatar is also making travel on public transport free for people who have tickets for a match that day. They just need to tap their ticket and then they’ll have access to the public transport network that day.

Information will be available to visitors about the active travel arrangements in Qatar, in terms of how far away places are in walking distances and times.

CIHT Qatar chair Veronica Yu has been living and working in Qatar for 10 years

KEEP READING Extend your knowledge of the latest trends in active travel by heading to: ciht.org.uk/knowledge-resource-centre/ resources/active-travel

How did you get Chartered?

I started looking into it in 2020.

Because my degree course was not accredited, I could either complete an accredited degree again or prove my educational background via the individual route. I chose the latter.

Step one was submitting a synopsis for a technical report.

Once that was approved by CIHT, I wrote up the full report. I then sat a technical report interview, which I passed in October 2020.

I then proceeded to the final step: a professional review interview. I sat that in March 2021 and found out I’d passed six weeks later.

What did the process teach you?

To believe in myself and to take pride in my achievements. I’m the first person in my company to have gone down the route I took, and afterwards I was contacted by

people from Mott offices all over the world who were looking to do the same thing.

What was the biggest challenge?

Internally, I sat a mock interview before the professional review in early 2021. There were lots of questions that were difficult to answer and ones I hadn’t properly prepared for. An experienced local council engineer and a university professor conducted the mock interview and asked me specific questions about projects I’d worked on more than 10 years earlier. I was a bit shocked and had to pause to recall the details.

What would you do differently if you had to do it again?

During lockdown, I would work on my preparation every evening until the early hours. I probably needed to concentrate more on my general health and fitness and not spend so many hours working, because I suspect I overdid it.

How has being Chartered changed your life?

It has really boosted my confidence.

Also, within Mott, it has opened doors and given me access to roles that weren’t previously available.

What’s next for you?

I’m looking to do a part-time PhD on pavement engineering, but I’m waiting for the right opportunity.

START YOUR JOURNEY Becoming a Chartered engineer could take your career to the next level. Email education@ciht.org.uk for more details. Good luck!

MAY/JUNE 2022 TP 39

T P P RO G R ES S

HOW TO…

LAST MILE READY Many of Doha’s metro stations are already equipped with bicycle and scooter storage

DELIVER ACTIVE TRAVEL IN THE DESERT

Ahead of this year’s World Cup, Veronica Yu explains how Qatar is tempting people out of their air-conditioned cars

What are the challenges for active travel in Qatar?

Active travel is very different here compared with the UK and other places around the world.

Our main focus isn’t entirely on cycling and walking at the moment; it’s more to do with getting people out of their cars and onto public transport.

Qatar is a country dominated by the car – and people still enjoy driving within the infrastructure which has been built around them.

That’s why the first stage for us is shifting people towards public transport and then moving them on again towards walking and cycling. It’s a two-stage process, but it’s starting to work.

What about the climate?

People often get the impression that it’s so hot in Qatar that nobody walks or cycles. That might be true in the summer, but not so much in the winter, which lasts six months. In the winter, we see a lot more active travel, with people generally choosing other travel options.

Sometimes it’s not to reach a specific destination, it’s more for exercise – but they’re getting outside regardless.

38 TP MAY/JUNE 2022

How did your career start?

I graduated in 2008 and went to work in China, advising clients on high-speed railways. Then, in 2013, I joined Mott MacDonald as a support engineer on the Hong Kong–Zhuhai–Macau bridge.

After three years, I decided that I needed a Master’s. I applied for the transportation planning and engineering course at the University of Southampton. Most people do it either full-time in one year or part-time over two, but I effectively did it part-time in one year, while also holding down my job. It was difficult – for the whole year I only slept about five hours a night – but in the end I achieved a distinction, so it was all worth it.

How much of a barrier is the infrastructure to achieving increased levels of active travel?

The main challenge is ensuring that the different organisations and agencies come together and have the same opinions on what to provide. This is especially true when it comes to firstand last-mile connections with the public transport system.

There are plans for further investment in the “beautification” project that’s going on all over the country. From an active travel point of view, that means creating nicer environments for people to walk and cycle in. More trees are also being planted, which will provide more shade from the sun.

The country has seen a lot of changes in the past few years, and such is the commitment to cycling that Qatar holds the Guinness World Record for the longest continuous cycle path in the world.

The 33km-long Olympic Cycling Track includes 29 underpasses and five bridges to ensure non-stop cycling at speeds of up to 20kph.

In total, Qatar plans to have a network of cycling and pedestrian paths covering around 2,650km by the end of this year.

THE FAST TRACK TO CHARTERED

Wade Huang, senior pavement engineer at Mott MacDonald, took an unusual route to Chartered status

The climate is undoubtedly more of a barrier in the summer, but there has been a lot of investment in walkways and bus stops, from adding shelter to installing airconditioning systems to make these spaces more comfortable.

How is Qatar encouraging people to walk and cycle more?

WHAT I’V E LEARNED

“Such is the commitment to cycling that Qatar holds the Guinness World Record for the longest continuous cycle path in the world” How easy is it to access bicycles in Qatar?

Many people have their own bikes, and in the past couple of years Doha has started renting out e-scooters and e-bikes.

They’re available at specific hotspots, typically near public transport hubs. People can pick them up and drop them off wherever it’s convenient for them. Unsurprisingly, given the climate here, we see more demand for them in the winter.

What active travel plans are in place ahead of the World Cup later this year?

The rental bikes and scooters will be available for visitors, and Qatar is also making travel on public transport free for people who have tickets for a match that day. They just need to tap their ticket and then they’ll have access to the public transport network that day.

Information will be available to visitors about the active travel arrangements in Qatar, in terms of how far away places are in walking distances and times.

CIHT Qatar chair Veronica Yu has been living and working in Qatar for 10 years

KEEP READING Extend your knowledge of the latest trends in active travel by heading to: ciht.org.uk/knowledge-resource-centre/ resources/active-travel

How did you get Chartered?

I started looking into it in 2020.

Because my degree course was not accredited, I could either complete an accredited degree again or prove my educational background via the individual route. I chose the latter.

Step one was submitting a synopsis for a technical report.

Once that was approved by CIHT, I wrote up the full report. I then sat a technical report interview, which I passed in October 2020.

I then proceeded to the final step: a professional review interview. I sat that in March 2021 and found out I’d passed six weeks later.

What did the process teach you?

To believe in myself and to take pride in my achievements. I’m the first person in my company to have gone down the route I took, and afterwards I was contacted by

people from Mott offices all over the world who were looking to do the same thing.

What was the biggest challenge?

Internally, I sat a mock interview before the professional review in early 2021. There were lots of questions that were difficult to answer and ones I hadn’t properly prepared for. An experienced local council engineer and a university professor conducted the mock interview and asked me specific questions about projects I’d worked on more than 10 years earlier. I was a bit shocked and had to pause to recall the details.

What would you do differently if you had to do it again?

During lockdown, I would work on my preparation every evening until the early hours. I probably needed to concentrate more on my general health and fitness and not spend so many hours working, because I suspect I overdid it.

How has being Chartered changed your life?

It has really boosted my confidence.

Also, within Mott, it has opened doors and given me access to roles that weren’t previously available.

What’s next for you?

I’m looking to do a part-time PhD on pavement engineering, but I’m waiting for the right opportunity.

START YOUR JOURNEY Becoming a Chartered engineer could take your career to the next level. Email education@ciht.org.uk for more details. Good luck!

MAY/JUNE 2022 TP 39

Technical insight, 1

TEC HNIC AL INSIG HT VERSION

The UK population is rapidly ageing, and people with disabilities still travel up to a third less than the ablebodied. Here’s how to embed inclusivity into your work

SUBS

MAKING SPACES Public spaces may seem neutral, but many were initially designed around able-bodied men

WORDS / STEPHEN HOCKLEY

ART PRODUCTION CLIENT

“MOBILITY” IS ALL ABOUT enabling efficient journeys.

But, as an industry, we haven’t yet made that equally easy for everyone.

Indeed, inherent biases can shape our thinking around who uses our transport networks, ultimately limiting our ability to be creative when designing inclusive solutions.

That inequality can take various forms; people may find it harder to travel efficiently on the basis of time spent, overall cost, comfort or convenience. The idea of levelling out these impacts has given rise to “inclusive mobility”, where new transportation schemes are designed and implemented with accessibility in mind. But we also need to validate the results that come out of that process. It’s only by carrying out all three of those steps that we’ll be able to reset the standards we use across the industry. Here’s where to start.

CHALLENGE ASSUMPTIONS Good mobility practice is dataled, but the data will never reflect every individual’s circumstances.

That means we also need to get some qualitative insights into transport network usage.

A good place to start would be to add some more diversity into the process. Without a diverse range of perspectives and different ways of thinking contributing to this work, designers could easily end up reinforcing existing norms.

For example, we cannot improve the complete journey from A to Z and back to A if we assume that every journey is just a simple A to B. That’s the sort of expectation which could easily be derived from simply looking at the data when generating solutions.

Standalone A-to-B trips are typically male behaviours and often rely on assumptions about access to a personal vehicle. As transport policy researcher Nicole Badstuber has previously pointed out, “Women’s travel patterns are generally more complicated than those of men. So complicated, in fact, that they are often not considered or catered for at all in transport planning.”

So, when looking at mobility options, the human context is vital to any exploration of the journey choices users make. This absolutely needs to be considered within the planning, design and construction of new schemes.

EXAMINE YOUR MINDSET As an area of expertise, mobility draws upon a range of experiences and professional backgrounds. But traditional engineering practices can only get us so far. We need to apply the human context and our own diverse lived experiences to the outputs we deliver.

40 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

Standard transport engineering practices aim to make our world consistent; that’s what helps us engage with it safely. However, as technology writer David Kerrigan puts it: “As civilisation evolves, long established norms have to change. Previously accepted and expected practices must adapt.”

When it comes to inclusive mobility, this means the need for diversity and representation is greater than ever. Having established a baseline in terms of safety standards, we need to both consider the diverse needs of the transport user and also agree the best route to delivering this.

We need more conversation – and action – around this topic.

Of course, change at least partly comes from the top, including the investment decision-makers who influence how we access and assign funds to design and build transport services. But in

the short term, designers can draw upon diverse groups to ensure their networks are inclusive.

For example, on its ongoing Mobility Hubs project, Amey Consulting’s Intelligent Mobility (IM) team plans to engage with end users and stakeholders to gather insights and feedback.

The subsequent proposal will align with what everyone needs from (and is likely to do with) the facilities within a mobility hub.

The outcome should therefore be a more inclusive mobility solution, once the team has assessed various solutions and applied dedicated measures to optimise travel for all.

DIG INTO DEMAND

SHUTTERSTOCK

REPRO OP

MAKING MOBILITY TRULY USER-CENTRIC

One thing that Amey Consulting’s IM team has learned is that it’s best to start by assessing demand from a user’s perspective. Backing that up with socio-economic data and qualitative insights will help to make any subsequent inclusive mobility proposals and projects more relevant. It also means that when accessible technologies and new transport modes are introduced, the outcome will be a more considered solution.

Investigations and research into travel choices and the barriers that users face should be integral to every project.

Better mobility is an opportunity for users to experience travel that is dedicated to them, whether that means making adapted bicycles readily available, rolling out consistent wayfinding fonts and icons, or even routing bus services in such a way as to accommodate changing demand.

For example, on a recent public transport improvement scheme, Amey Consulting’s IM team endorsed a range of measures to make the network more accessible.

This included ensuring that the facilities supported trip-chaining and non-commuting journeys, as well as working towards an equitable service for all users by introducing interactive information points at a height that is not prohibitive to wheelchair users.

MAKE IT HAPPEN Everyone in the transportation industry has the power to start moving the design process away from our embedded biases. As broadcaster June Sarpong explains,

inclusivity is about overcoming “the limiting viewpoints that are hidden inside us, that we rarely speak of but often think about and, worse, sometimes act upon”.

To help us challenge exclusive design in the long term, every organisation needs to focus on diversifying their workforce and encouraging different perspectives, challenges and debate in the design process.

For example, at Amey Consulting, as well as the established STEM participation and Women@Amey networks, there are also networks in place to support the neuro-diverse, new parents, the LGTBQ community and people from a range of different cultural backgrounds. These are small steps, but they are building a solid foundation for a more inclusive future.

Stephen Hockley is an intelligent mobility consultant at Amey Consulting

GET ON IT! Want to boost equality, diversity and inclusion in your workplace?

Head to cihtlearn.org.uk for our tips

MAY/JUNE 2022 TP 41

91CIHMAY22121.pgs 11.05.2022 11:19

Technical insight, 1

TEC HNIC AL INSIG HT VERSION

The UK population is rapidly ageing, and people with disabilities still travel up to a third less than the ablebodied. Here’s how to embed inclusivity into your work

SUBS

MAKING SPACES Public spaces may seem neutral, but many were initially designed around able-bodied men

WORDS / STEPHEN HOCKLEY

ART PRODUCTION CLIENT

“MOBILITY” IS ALL ABOUT enabling efficient journeys.

But, as an industry, we haven’t yet made that equally easy for everyone.

Indeed, inherent biases can shape our thinking around who uses our transport networks, ultimately limiting our ability to be creative when designing inclusive solutions.

That inequality can take various forms; people may find it harder to travel efficiently on the basis of time spent, overall cost, comfort or convenience. The idea of levelling out these impacts has given rise to “inclusive mobility”, where new transportation schemes are designed and implemented with accessibility in mind. But we also need to validate the results that come out of that process. It’s only by carrying out all three of those steps that we’ll be able to reset the standards we use across the industry. Here’s where to start.

CHALLENGE ASSUMPTIONS Good mobility practice is dataled, but the data will never reflect every individual’s circumstances.

That means we also need to get some qualitative insights into transport network usage.

A good place to start would be to add some more diversity into the process. Without a diverse range of perspectives and different ways of thinking contributing to this work, designers could easily end up reinforcing existing norms.

For example, we cannot improve the complete journey from A to Z and back to A if we assume that every journey is just a simple A to B. That’s the sort of expectation which could easily be derived from simply looking at the data when generating solutions.

Standalone A-to-B trips are typically male behaviours and often rely on assumptions about access to a personal vehicle. As transport policy researcher Nicole Badstuber has previously pointed out, “Women’s travel patterns are generally more complicated than those of men. So complicated, in fact, that they are often not considered or catered for at all in transport planning.”

So, when looking at mobility options, the human context is vital to any exploration of the journey choices users make. This absolutely needs to be considered within the planning, design and construction of new schemes.

EXAMINE YOUR MINDSET As an area of expertise, mobility draws upon a range of experiences and professional backgrounds. But traditional engineering practices can only get us so far. We need to apply the human context and our own diverse lived experiences to the outputs we deliver.

40 TP MAY/JUNE 2022

BLACK YELLOW MAGENTA CYAN

Standard transport engineering practices aim to make our world consistent; that’s what helps us engage with it safely. However, as technology writer David Kerrigan puts it: “As civilisation evolves, long established norms have to change. Previously accepted and expected practices must adapt.”

When it comes to inclusive mobility, this means the need for diversity and representation is greater than ever. Having established a baseline in terms of safety standards, we need to both consider the diverse needs of the transport user and also agree the best route to delivering this.

We need more conversation – and action – around this topic.

Of course, change at least partly comes from the top, including the investment decision-makers who influence how we access and assign funds to design and build transport services. But in

the short term, designers can draw upon diverse groups to ensure their networks are inclusive.

For example, on its ongoing Mobility Hubs project, Amey Consulting’s Intelligent Mobility (IM) team plans to engage with end users and stakeholders to gather insights and feedback.

The subsequent proposal will align with what everyone needs from (and is likely to do with) the facilities within a mobility hub.

The outcome should therefore be a more inclusive mobility solution, once the team has assessed various solutions and applied dedicated measures to optimise travel for all.

DIG INTO DEMAND

SHUTTERSTOCK

REPRO OP

MAKING MOBILITY TRULY USER-CENTRIC

One thing that Amey Consulting’s IM team has learned is that it’s best to start by assessing demand from a user’s perspective. Backing that up with socio-economic data and qualitative insights will help to make any subsequent inclusive mobility proposals and projects more relevant. It also means that when accessible technologies and new transport modes are introduced, the outcome will be a more considered solution.

Investigations and research into travel choices and the barriers that users face should be integral to every project.

Better mobility is an opportunity for users to experience travel that is dedicated to them, whether that means making adapted bicycles readily available, rolling out consistent wayfinding fonts and icons, or even routing bus services in such a way as to accommodate changing demand.

For example, on a recent public transport improvement scheme, Amey Consulting’s IM team endorsed a range of measures to make the network more accessible.

This included ensuring that the facilities supported trip-chaining and non-commuting journeys, as well as working towards an equitable service for all users by introducing interactive information points at a height that is not prohibitive to wheelchair users.

MAKE IT HAPPEN Everyone in the transportation industry has the power to start moving the design process away from our embedded biases. As broadcaster June Sarpong explains,

inclusivity is about overcoming “the limiting viewpoints that are hidden inside us, that we rarely speak of but often think about and, worse, sometimes act upon”.

To help us challenge exclusive design in the long term, every organisation needs to focus on diversifying their workforce and encouraging different perspectives, challenges and debate in the design process.

For example, at Amey Consulting, as well as the established STEM participation and Women@Amey networks, there are also networks in place to support the neuro-diverse, new parents, the LGTBQ community and people from a range of different cultural backgrounds. These are small steps, but they are building a solid foundation for a more inclusive future.

Stephen Hockley is an intelligent mobility consultant at Amey Consulting

GET ON IT! Want to boost equality, diversity and inclusion in your workplace?

Head to cihtlearn.org.uk for our tips

MAY/JUNE 2022 TP 41

91CIHMAY22121.pgs 11.05.2022 11:19

VERSION

OH, CANADA Montreal’s hip Avenue du Mont-Royal was pedestrianised in the summer of 2020

REPRO OP SUBS ART

MY QUEBECOIS JOURNEY PRODUCTION

Amélie Cossé explains how she set up a new international office and then set about creating “beautiful” streets

CLIENT

I’LL NEVER FORGET THE conversation with my boss.

“I’m moving,” I told him.

“Are you going back to France?”, he asked.

“No, to Canada…”

“Well, at least they speak English there.”

Silence.

“But of course, you’re moving to the French-speaking part,” he sighed.

And that was that. Telling your boss that you’ve decided to leave the country is one thing. Asking to open a subsidiary on a new continent, operating in a new language, is another. Thankfully, the rest of the conversation was the first step in what became a successful story.

After four and a half years as a transport consultant at Momentum Transport Consultancy in London, I moved to Montreal in April 2018.

The task was a big one: to set up Momentum’s first international office serving clients in Quebec, Canada and North America.

Why Montreal, you may ask?

Well, it wasn’t the -30°C winters, as you can imagine. Momentum

has always been at the forefront of transport planning, focusing on creating spaces for people and putting pedestrians at the heart of the designs we contribute to.

When looking at North American cities, I found that Montreal had a real desire to adopt sustainable transportation practices, and an ecosystem that was open to innovation and new ideas in our field. It felt like the right place for us and an opportunity to learn from a different context as well.

Fast-forward to today, and the experience has been extremely positive. Montreal is an exciting city to work in as a transportation professional. The pandemic has led to creative pedestrianisation experimentations, showcasing

how turning streets into spaces for people can lead to economic vitality and beautiful places.

Transport infrastructure projects here are driven by all levels of governance, whether that’s on the light-rail system which is currently under construction, the metro line extension which was confirmed in March, or the other new transport links intended to reconnect Montreal to its suburbs (while also enabling a modal shift).

Our team has grown as well.

We’re not just sketching highways with vehicles on the right; we’re thinking about new ways to use our analytics tools to propose plans focused on the experience of users.

And I’m proud to have had clients as diverse as the City of Montreal, the Botanical Garden, Concordia University and McGill University.

Amélie Cossé joined Momentum Transport Consultancy as a graduate in 2014 and has held the role of director since moving to Quebec in 2018

ARE YOU AWARD-WORTHY? Momentum won Team of the Year at the 2021 CIHT Awards. Find out more about this year’s awards at: ciht.org.uk/ events-listing/featured-events/ciht-awards

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CIHT journeys, 1

C I H T J OU RNEYS

HouseAd2 VERSION REPRO OP SUBS ART PRODUCTION CLIENT

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91CIHMAY22127.pgs 11.05.2022 15:38

Kier VERSION REPRO OP SUBS ART PRODUCTION CLIENT

BLACK YELLOW MAGENTA CYAN

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