Influencing Mobility Outside Transport Policy

Because levels of mobility and car ownership have risen substantially over recent decades (and the increase seems likely to continue), mobility management is becoming more and more important. Transport policy clearly has a direct impact on mobility and can be used to influence the supply and demand for transport. However, transport policy is not the only way to influence mobility. Other areas of policy making (such as energy or waste policies, for example) are also important determinants of mobility, although the influence of these 'non-transport policies' on mobility is often overlooked when identifying policies for mobility management. In this paper, we show that certain non-transport policies might increase mobility whilst others might reduce it. For example, macro-economic policy and land-use planning might act to reduce travel, whilst EU enlargement and cross-border trade agreements might act in the opposite direction and increase travel. Non-transport policies may also indirectly affect mobility. For example, research and development policy can stimulate the introduction of new technology, which in turn can have implications for the introduction of new transport policy options (such as electronic road pricing) and consequently mobility levels. We present a framework with examples to conceptualize the links (both direct and indirect) between transport policies, non-transport policies, social and economic trends, innovation and technology, and mobility. We then identify some of the potential impacts of non-transport policies on mobility in more qualitative terms, including a review of the role of land-use planning, ICT (information, communications and technology) and macro-economic policies in influencing mobility. We conclude that thinking must change about solutions to transport problems. Transport policies alone may not be enough to manage mobility effectively. The achievement of sustainable transport requires transport demand to be reduced at source by combining complementary transport policies and non-transport policies, including technology. We also suggest that new methods of analysis are required to reflect the true complexity of change in travel that is now taking place. This complexity has arisen from a combination of factors, including non-transport policies, and the range of responses from individuals and firms to this new flexibility needs to be understood.