Julie Cadwallader, Author at PJA

Celebrating one year in Leeds: a growing presence in the North

What began as a strategic step to strengthen our presence in the North has quickly evolved into a dynamic and growing hub, helping us better support clients across Yorkshire and beyond.

The launch of our Leeds office formed part of a wider expansion for PJA, reinforcing our commitment to balancing international coverage with regional insight. From day one, the ambition was clear: to create a team that reflects PJA’s values – being creative, credible, committed and considerate – and is focused on delivering sustainable, people-first solutions.

In just twelve months, the office has grown from a team of one to a team of five, bringing a breadth of experience and fresh perspectives to the business as we see that ambition take shape.

Richard Ellam, Director at PJA, who established the Leeds base, commented: “PJA’s Leeds office plays a key role in strengthening relationships with clients, partners and local stakeholders. Being based in the region has enabled the team to work more closely with communities and respond to local priorities.

Collaboration has been central to this success with the team here working closely with colleagues across PJA’s national network, sharing knowledge and expertise to deliver the best outcomes for clients.”

Projects and achievements

It’s been a busy and rewarding first year for the Leeds team, with involvement in a diverse range of projects across the region and beyond. Standout schemes include Sweet Street in Leeds, the Yorkshire Dales Design Guide, and the transformation of Armley Gyratory, alongside developments such as M&S Stocksbridge, Osgodby in Selby, and Wheathampstead.

There have also been individual and team successes to celebrate. Olivia’s nomination as a CIHT Yorkshire and Humber Emerging Professional reflects the strength of talent within the team, while securing our first public sector framework in Hull marks an important step in building long-term partnerships in the region.

Looking ahead

This first year has laid strong foundations, but we’re only just getting started. Richard commented:

“Whilst we celebrate this milestone, our focus is firmly on the future. Our growing team and expanding client base are presenting some really exciting opportunities across the region and the Leeds office is well positioned for continued success.”

To everyone who has been part of the journey so far, thank you. Here’s to many more milestones to come.

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The hidden carbon savings: Why culture and technical know how matter more than big pledges

In the race to cut carbon, the conversation often gravitates towards big moves: fleet electrification, flagship cycling schemes, low-carbon materials. These are important, but they’re not where most carbon is actually locked in.

For civil engineers, the most influential carbon decisions are often the smallest and least visible, made quietly at concept stage and treated as routine. Junction radii, kerb types, sub-base depths, parking ratios, earthworks profiles and drainage approaches may seem insignificant individually, but together they define a scheme’s carbon trajectory for decades.

This is why the difference between high and low-carbon design isn’t just about process – it’s about culture. Organisations that take a fundamentally different design approach, such as PJA, consistently deliver carbon-efficient, people-centred outcomes because of how they think, not just what they specify.

Small Decisions, Big Carbon Impacts

Civil engineering design is full of inherited defaults that rarely appear in carbon strategies but shape every project. These are not technological issues. They are matters of engineering judgement:

Over-specification

Over-specification is often hidden in geometry. Designers default to wider lanes, larger junction radii, excessive visibility and oversized roundabouts. Each choice increases surface area, pavement depth, lighting, and earthworks, yet many can be reduced without compromising safety when design speed and context are properly considered.

Similarly, pavement and sub-base thicknesses are frequently increased “just to be safe.” Small additions – millimetres at a time – quickly scale into significant volumes of aggregate, asphalt, transport movements and embodied carbon. Small reductions compound significantly across large schemes.

Questioning whether a junction needs to be signalised at all can avoid significant amounts of steel, ducting and long-term maintenance emissions.

Right-sizing infrastructure

High parking numbers lead to larger impermeable areas, more drainage systems , more excavation and long-term carbon-heavy car dependency. When parking is right-sized to the context, carbon drops instantly.

Tightening junction radii by even one or two metres reduces asphalt, drainage extent, excavation and design speeds, with knock-on operational benefits. Challenging lane widths and designing to the context shrinks the overall footprint and reduces material use and lighting demand.

Early considerations

Drainage design often defaults to piped systems, carrying high embodied carbon in concrete and PVC. By contrast, implementing SuDS can reduce materials, excavation, and maintenance while improving biodiversity – but only if space is planned for them early.

Even earthworks are frequently left too late. Designing vertical alignments to follow the landform can eliminate large volumes of cut and fill, along with the need for retaining structures and material transport. Minor alignment changes can be made at concept stage, but once geometry is fixed, the opportunity is lost.

Early engagement with manufacturers can also unlock lower-carbon materials and alternatives, avoiding decisions driven purely by habit.

Why Culture Matters More Than Process

The hidden carbon cost of “business as usual” isn’t caused by a lack of standards or tools – it’s caused by a lack of attention to the unobvious decisions that quietly shape a project’s footprint. Whilst processes and checklists can encourage early carbon thinking, they cannot replace a culture that empowers designers to challenge norms

By putting active travel at the centre of design, PJA have created a culture where:

Standards are interrogated, not blindly applied
Junctions start compact and grow only if justified
Land is allocated to people first, vehicles second
Carriageway space is treated as finite and expensive
Designers feel confident explaining why a smaller, simpler layout is better

True carbon leadership is not loud, it’s meticulous. And it’s found in the thousands of small decisions that only skilled civil engineers know how to make. This culture doesn’t just support low-carbon design – it makes it unavoidable.

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Peter Roseff Email 0118 956 0909

PJA People: Amelia Preston

Our wonderful team are our greatest asset. Not only experts in transport, engineering and placemaking but also committed to delivering better places for people through high-level-service client experiences.

We’re very proud to continue to celebrate the faces behind the fast-growing international consultancy that we are today in our monthly feature ‘PJA People’.

Next up in our series is Graduate Nature Consultant, Amelia Preston, based in our Birmingham office:

Tell us what you do at PJA

I’m a Graduate Nature Consultant here at PJA. My work in the office typically involves helping to draft reports and using GIS to create map figures. In the field, I assist with surveys for protected species as well as arboriculture.

What’s your career path so far?

While at university, I worked as a seasonal assistant for a couple of ecology consultancies. I really enjoyed the mixture of desk-based tasks and fieldwork – it was great having the opportunity to work outside. The experience confirmed I wanted to pursue a career in consultancy which is why I ended up joining the nature team!

What do you enjoy when you’re not working?

I enjoy most things that are outdoors or active! I particularly enjoy running as well as walking and going to the gym. Last year I ‘ticked off’ the 214th and final Wainwright summit with my partner – it took us just over two years to complete them all. I also enjoy long-distance walking and camping trips, even though it sometimes feels like ‘Type 2’ fun!

Are you a dog or cat person?

I’m definitely a dog person – I like the lovable energy they have and hope to get a dog of my own one day. I have warmed to cats recently though as my neighbour has two kittens who are adorable!

What are you currently reading or listening to?

I’ve been dipping in and out of a book titled ‘The Lost Rainforests of Britain’. It’s a really interesting read, a combination of ecology, geography and history. My music taste is quite broad – I listen to anything from Kate Bush to Slipknot.

Claim to fame?

Last year I drove past Richard Hammond out for a walk near Buttermere. I think I looked very shocked as I saw him start chuckling to himself as we went past.

Amelia Preston, Graduate Nature Consultant

Amelia joined the PJA Graduate Development Programme in July 2025, and is based in our Birmingham office.

She recently graduated with a BA in Natural Sciences from the University of Cambridge, where her final research projects focused on invertebrate ecology in regenerative agriculture as well as chalk grasslands. Prior to joining PJA, Amelia gained valuable experience in the ecological consultancy sector, working mainly with mammals. Through the graduate programme, Amelia is learning new skills in BNG and ecological assessment.

Get in touch with Amelia: [email protected]

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PJA Shortlisted for CIHT Creating Better Places Award for Torquay’s Strand Waterfront Public Realm Transformation

The Strand Harbour Public Realm project has redefined Torquay’s waterfront, transforming a traffic dominated corridor into a people-focused, vibrant, and inclusive public space.

The Objective

To restore Torquay’s historic waterfront as a vibrant, inclusive and sustainable focal point, addressing two decades of visible decline, poor pedestrian connectivity and the dominance of traffic. The ambition was for The Strand to create a social, cultural and economic destination for multiple users, but one that was rebalanced in favour of people rather than traffic.

The Challenge

The harbour area was dominated by traffic: A dual carriageway severed the town centre from the waterfront and as a main through route, vehicles were channelled through the space. Restricted traffic movements forced vehicles to U-turn along the harbourside, intensifying congestion. The area also functioned as Torquay’s main bus layover, with up to 60 buses passing through at peak times obscuring the harbour vista. Meanwhile around 2,000 pedestrians crossed the highway during peak hours, alongside seasonal fluctuations linked to tourism.

The Work

The vision centred on reimagining The Strand as a people-focused destination through a bold reallocation of road space to create an accessible and high-quality public realm. Delivering this required a fundamental reconsideration of how traffic moved through the area, redesigning routes to support, rather than constrain.

Extensive data collection and movement analysis provided the evidence to explore alternative street layouts, stress‑test design scenarios and understand the impacts of reducing traffic dominance. This included assessing pedestrian flows, bus layover activity, U‑turn patterns and seasonal fluctuations driven by tourism.

Insights gathered through workshops, design sessions and consultation events informed the proposals, ensuring they addressed genuine local needs and responded to the lived experience of those who use the space daily.

Work progressed through the RIBA stages with clear milestones, including design freeze points, risk reviews and data‑driven transport assessments ensuring each stage was informed by evidence and community insight before adapting and continuing.

Early engagement with operators and building contractors helped to mitigate issues and risks, whilst the project adapted to incorporate opportunities that arose.

The Result

The project has delivered substantial improvements in the quality, safety and functionality of Torquay’s waterfront. It has met all the objectives set out and generated long lasting environmental, social and economic benefits.

The simplification of traffic movements and relocation of heavy bus layover activity have delivered environmental and safety improvements, reduced severance and created intuitive, accessible routes for all users. Qualitative feedback has highlighted the calmer environment, enhanced sense of place and improved connectivity.

The project has acted as a catalyst for economic regeneration ensuring long-term economic prosperity. Cultural improvements enhance residential pride and shared history whilst also attracting visitors and private investment.

Through evidenced driven design, innovative transport modelling and deep community engagement, the project has delivered safer routes, enhanced infrastructure, and a resilient public realm that strengthens Torquay’s social, environmental, and economic future.

The Team

Led by Torbay Council, the scheme brought together a visionary design team to reimagine The Strand as a high-quality destination: PJA, Kay Elliott Architects, BD landscape architects, Ginkgo Projects, Ward Williams and contractor Montel Civil Engineering all helped bring this vision to life.

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Matt McFeat Email 0117 203 2873

Sam Goss Email 0118 359 2764

Three months in: David Tingay reflects on KTC’s integration with PJA

It’s now three months since PJA welcomed Key Transport Consultants (KTC) into the business, a move that has strengthened our capability, broadened our regional presence, and brought together two teams with a shared commitment to practical, people‑focused transport planning.

Since the acquisition, colleagues across both organisations have been working closely to integrate expertise, systems and project delivery approaches. The result is a growing number of opportunities to collaborate, learn from one another, and enhance the services we offer to clients.

At the heart of this transition has been David Tingay, former Director of KTC and now Technical Director at PJA. In this Q&A, David reflects on the first three months: how the integration is progressing, what’s been most rewarding, and what lies ahead as the combined team continues to evolve.

Looking back on your first three months at PJA, how would you describe the transition following the acquisition of KTC?

We were already familiar with PJA before the acquisition, and I had previously worked with Matt McFeat, Technical Director in PJA’s Bristol office, for eight years during my time at KTC. Moving across as an established, live business meant that, for the first few weeks, we continued to focus on existing KTC projects, which helped make the transition feel natural and manageable.

Adapting to PJA’s file‑naming and document‑management conventions took a little time, but we weren’t alone. The business had recently implemented a new QA system, so everyone was learning together.

One of the things that immediately stood out about PJA is the scale of the organisation. Having dedicated support across areas such as HR and finance has been a real benefit. And although those functions are larger than what we were used to, it didn’t take long to get to know the people behind them. For example, when I needed my first PO number, a colleague from the accounts team picked up the phone and talked me through the process, which was a small gesture that made a big difference in helping us feel part of the team.

Maintaining strong client relationships is always a priority during an acquisition. How has that continuity been managed, and what has the response from clients been so far?

Some clients barely noticed the change, as the transition was seamless apart from a new email address and footer. Others got in touch to congratulate us, with several mentioning their previous experience of working with PJA on projects in other sectors.

Even before the acquisition was announced, KTC had already put PJA forward for the detailed design work on a project we’d been appointed to. This has already demonstrated the benefit of being part of a multidisciplinary team. We’re now having day‑to‑day conversations in the office, asking and answering technical questions directly, without needing to go back through the project manager. It’s streamlined communication and strengthened the quality of our collective input.

Since joining PJA, how has your ability to support clients evolved, particularly in terms of the range of services now available?

Beyond being able to offer a broader range of services, one of the biggest benefits has been the ease of sharing knowledge. Having colleagues with different specialisms just a quick conversation away has already proved valuable. For example, I recently needed advice on the construction timeframes for a concrete pad to support a temporary access. Being able to walk across the office and speak directly to someone with hands‑on experience made the process quicker and more efficient.

The ability to draw on a wider pool of expertise is a real strength. If you come across a technical challenge, chances are someone else in the company has dealt with something similar before. It’s also been great collaborating with teams in other PJA offices across the country, broadening perspectives and strengthening the support we can offer clients.

Have there been any standout projects, conversations, or achievements during these first few months that capture what the acquisition was designed to achieve?

I’ve recently been working with Nigel Millington, Joint Managing Director, on the Haddenham Airfield site. The technical work was being delivered by the Bristol team, with Nigel leading the project. Because colleagues in the office had been asking questions about junction modelling and layouts, I already had a good understanding of the scheme. Nigel then asked me to join a client meeting, which gave me the chance to demonstrate how effectively we’re now working as a joined‑up team across different PJA offices.

How would you describe the cultural fit between KTC and PJA, and how has that influenced the integration so far?

The fact that we were working on projects from day one, and continuing seamlessly with existing KTC work, shows just how smooth the integration has been. As mentioned earlier, many clients and consultants are unlikely to have noticed any change beyond a new email address.

It was also great to have an introductory call with PJA’s Chairman, Phil Jones, which really demonstrated the friendliness and openness of the company. Some people might feel apprehensive about speaking with the chairman, but it was simply a relaxed, welcoming conversation. The same was true when Joint Managing Directors, Nigel and Mark, joined us for the office Christmas meal. Moments like these genuinely reinforce the positive, approachable culture at PJA.

Looking ahead, what excites you most about the next phase at PJA?

I’m looking forward to getting involved in larger projects alongside colleagues from other disciplines. One of the real advantages we can offer clients is the ability to collaborate in the background day‑to‑day, rather than waiting for formal meetings to solve problems or move things forward.

Now that our children are getting older and need a little less of our time, I’m also hoping to work towards becoming chartered.

And, of course, my wife is already asking when we’ll be setting up another Australian office… we’ll see what the future holds!

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David Tingay:
T: +44 (0)117 203 2827
E: [email protected]

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IWD 2026: Transport through a gendered lens

Transport systems and infrastructure are often considered to be gender-neutral: roads, railways, bus networks and pavements are designed to move people from A to B.

But in reality, transport systems are not experienced equally. They reflect the priorities and assumptions of the societies that have built them, and historically, those priorities have not centred on women and girls.

If we are serious about creating equitable, inclusive places that work for everyone, we must start by looking at transport through a gendered lens. This includes travel patterns, social or felt safety, and experience of place.

The invisible patterns in women’s journeys

Traditional transport planning has largely been built around a linear commute: home to work and back again, typically during peak hours. This model reflects the movement patterns of a historically male breadwinner in a nuclear family – a single, predictable trip chain focused on paid employment out of the home.

But women’s travel patterns are often more complex.

Women are more likely to undertake “trip chaining”, combining multiple short journeys in one outing: dropping children at school, caring for relatives, stopping at shops, attending medical appointments, and travelling to work, more often part-time or shift work. These journeys are often off-peak, multi-stop and reliant on local services such as buses.

Caring responsibilities also shape mode choice. Women are more likely to travel with children, shopping, or dependants, meaning that safety, accessibility and convenience are not abstract concepts, but daily practical concerns. They depend on frequent, reliable public transport, safe walking routes, and step-free access for prams or mobility aids.

When transport networks are designed primarily around peak-hour commuter flows into city centres, they risk underserving these realities.

Safety is not a “nice to have”

For many women and girls, safety is the defining factor in how and whether they travel, as well as which mode they choose.

This is about lived experience, what is sometimes called “felt” or “social” safety, and goes beyond crime statistics:

Poor lighting at bus stops
Isolated walking routes
Infrequent services that increase waiting times
Overcrowded services
Lack of visible staff presence

Perceived safety can be just as powerful as actual risk. If a journey feels unsafe, it may impact timing, mode, or even be avoided entirely, potentially limiting access to employment, education, healthcare and socialisation. Research consistently shows that women are more likely than men to modify their travel behaviour due to safety concerns: avoiding certain routes, travelling only at particular times, paying more for taxis, or not travelling at all.

When half the population must plan defensively simply to move around their communities, the system is not working equitably.

How we put women and girls at the centre of our work

This is not simply a theoretical challenge; it is a practical one. If transport systems can inadvertently embed inequality, they can also actively address it.

At PJA, we recognise that designing equitable transport systems requires deliberate action, and we are working to integrate this into every stage of our transport projects. We plan connected walking and cycling networks and recommend a network density that allows for different routes for different users and even different times of day, considering surrounding land uses. We design for safety and accessibility and consider elements beyond our “red line boundary” such as street lighting. We work closely with communities to understand local issues in their streets and help them articulate their vision for the future.

Acknowledging and actioning gender in transport and the built environment is increasingly recognised across the industry, with many great local examples of considering women and girls in planning and design of our cities and transport networks.

Much of the focus of these initiatives has been on safety. In 2025, the government formally recognised Violence Against Women and Girls (VAWG) as a national emergency, prompting detailed investigations into safety on public transport. The organisation Women in Transport reported progress in 2025, with female leadership in the transport sector rising from 26% in 2023 to 36%, reflecting broader efforts to empower women within the industry and influence safety policies from leadership positions.

Despite this progress, there is a lot more to do to achieve gender parity and work towards ensuring everyone feels safe. Calls continue for gender disaggregated data and better monitoring, alongside a more robust bus network and better pay for women in transport. The Transport for West Midlands (TfWM) Women’s Safety on Public Transport Report highlighted that improving safety requires more than enforcement, it involves culture, policy, and design of transport spaces.

Embedding a gendered lens does not mean designing transport “for women” as a separate category. It means recognising diversity in lived experience and ensuring systems are flexible, inclusive and responsive.

When we design for those whose needs have historically been overlooked, we improve outcomes for everyone: parents with buggies, older people, disabled passengers, shift workers, and young people travelling independently for the first time.

From awareness to accountability

International Women’s Day is an opportunity not just to acknowledge inequality, but to ask what structural changes are required to address it.

Transport shapes opportunity. It determines who can access jobs, who can study late, who can socialise safely, and who feels that public space belongs to them.

Seeing transport through a gendered lens challenges us to move beyond neutrality and towards intentional equity.

Because infrastructure is never just about movement – it is about freedom.

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Adrienne Mathews Email 0208 153 1740

PJA People: Robert Holmes

We’re very proud to continue to celebrate the faces behind the fast-growing international consultancy that we are today in our monthly feature ‘PJA People’.

Next up in our series is Graduate Flood Risk and Drainage Engineer, Robert Holmes, based in our Birmingham office:

Tell us what you do at PJA

I am a Graduate Flood Risk and Drainage Engineer, and I am currently working on multiple surface water drainage strategies for numerous residential developments and writing Flood Risk Assessments for planning. Every day brings something new, and I thoroughly enjoy my role here at PJA.

What’s your career path so far?

I studied Environmental Management and Sustainability at the University of Worcester, in which I had a visit to PJA’s Birmingham office where I eventually started my role as a Graduate Engineer in the Water Team. March will mark 6 months since I have joined PJA, and I have enjoyed this time in my early career thoroughly.

What do you enjoy when you’re not working?

I enjoy being busy! Whenever I am not working, I like to keep myself occupied by being outdoors. I enjoy playing football, cycling and going for walks.

Are you a dog or cat person?

Difficult question! I have had both dogs and cats growing up, and I am a big fan of both – I think I am slightly more of a dog person, due to their energy and eagerness to be outdoors.

What are you currently reading or listening to?

I enjoy listening to music, but like to listen to various genres, but one of my favourites is indie rock.

Claim to fame?

I have scored a goal in a football game at Birmingham City’s St Andrews Stadium in a football tournament when I was younger.

Robert Holmes, Graduate Flood Risk and Drainage Engineer

Robert studied Environmental Management and Sustainability at the University of Worcester, graduating in September 2025. His degree covered many environmental disciplines, from corporate sustainability to river conservation.

His dissertation focussed on heavy metal pollution in roadside soils caused by vehicular degradation and discussed the implications of this on the aquatic environment. The study then evaluated methods to mitigate and remediate the concentrations of contaminants.

Whilst at university he also became certified carbon literate by The Carbon Literacy Project and used this to mentor others into being more considerate with their energy usage.

Get in touch with Robert: [email protected]

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PJA People: Ailsa Reid

We’re very proud to continue to celebrate the faces behind the fast-growing international consultancy that we are today in our monthly feature ‘PJA People’.

Next up in our series is Graduate Geo-Environmental Engineer, Ailsa Reid, based in our Birmingham office:

Tell us what you do at PJA

I’m a graduate Geo-Environmental Engineer, working as part of PJA’s Ground Engineering and Contaminated Land team. My role involves a mix of office-based report writing and site-based work including water monitoring, site walkovers and ground investigation supervision.

What’s your career path so far?

I graduated from Lancaster University in the summer with a BSc in Earth and Environmental Science. As part of my degree, I completed an industry placement year in a geotechnical role with a large consultancy. I found the work interesting and knew I’d like to apply for similar roles after graduating, leading me to join PJA in September 2025.

What do you enjoy when you’re not working?

Not particularly surprising for a geologist but I love being outdoors! I spent a lot of time in the Lake District while I was in Lancaster and love to go hiking while travelling abroad.

Are you a dog or cat person?

A cat person, although my parents cat (Bertie) is always trying to get into nuisance!

What are you currently reading or listening to?

I love music and have quite a broad taste but am currently listening to a lot of Florence + The Machine in preparation for her tour.

Reading more often was one of my New Year’s resolutions, and because I enjoy murder mysteries, particularly from the golden age of detective fiction, I am currently reading a Miss Marple novel.

Claim to fame?

Difficult question! I don’t know anyone famous but did see Claudia Winkleman filming in New Street station a couple of weeks ago.

Ailsa Reid, Graduate Geo-Environmental Engineer

Ailsa joined the PJA Graduate Development Program in September 2025 and is based in our Birmingham office. She recently graduated with a BSc in Earth and Environmental Science from Lancaster University and completed an independent geologic mapping project for her undergraduate dissertation.

She has a year of experience in geotechnical consultancy, and has produced geotechnical and geo-environmental reports. She has site-based experience including site walkovers and ground investigation supervision.

Get in touch with Ailsa: [email protected]

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Revised draft NPPF published: key updates and what they mean

Given the timing of last year’s update to the National Planning Policy Framework and this year’s consultation on further revisions to the Framework, it seems that the Government is trying to establish a new Christmas tradition for those working within the built environment sector. In the spirit of the season, we have asked the keen elves who lead our key sectors to check the draft twice and provide their initial views on what’s naughty and nice.

Is planning policy keeping pace with the challenges of climate change, sustainable transport and biodiversity? The Government’s latest consultation on the National Planning Policy Framework (NPPF) suggests it’s trying to do just that. Here’s what our clients and fellow professionals need to know at a glance:

Planning: Clearer separation between plan-making and decision-making policies, though it remains to be seen how much weight plan-making policies will carry in decisions.

Housing Delivery: New measures aim to accelerate development, with SMEs playing a bigger role, higher-density housing near rail stations encouraged and greater opportunities for land within the Green Belt and Grey Belt to be brought forward for development.

Transport & Connectivity: Vision-led planning is reinforced, with the DfT Connectivity tool now central to assessing sustainable travel options.

Climate & Nature: Stronger emphasis on green infrastructure, water efficiency, effective reuse of materials, and nature-based solutions to tackle flood risk, urban heat, biodiversity loss and support the transition to net zero.

If you want to know more, keep reading for a more detailed analysis.

Supporting development

The draft NPPF introduces measures aimed at accelerating delivery across different scales of development. For medium-sized sites (1ha–2.5ha), new policy seeks to boost delivery by small and medium-sized enterprises (SMEs), recognising their role in diversifying housing supply and unlocking stalled land. For larger residential and mixed-use sites, conditions may be applied to require timely submission of reserved matters applications, helping to maintain momentum and avoid delays in bringing forward homes and the necessary supporting infrastructure.

The consultation also signals a more flexible approach to land supply, with Green Belt and Grey Belt sites expected to play a greater role in meeting housing numbers, including challenges around connectivity and biodiversity net gain. In addition, there is a clear push for higher-density development near well-connected railway stations outside existing settlements, subject to minimum service levels. This reflects a broader ambition to align growth with sustainable transport options, reducing car dependency and supporting vibrant, accessible communities.

Movement

The draft reinforces vision-led approaches to transport planning, with greater emphasis on strategies that minimise the need to travel and reduce distances through land use planning. These principles are core elements of the vision-led approach and are very much in line with the triple axis approach to movement planning.

The DfT Connectivity tool is now referenced as a key resource, and transport professionals and planners will need to get to grips with connectivity scores and how these might be influenced by land use planning and investment in sustainable travel measures.

The serve impact test is retained and is extended in scope to consider transport rather than road networks. Overall, this change is positive as it will require better consideration of the generation of trips by all modes rather than just vehicle movements. There is proposed to be greater flexibility in the policy tests around transport choices which may be beneficial to sites in rural areas or land uses where sustainable travel options are less practical.

The draft includes the widely advertised policies encouraging development in locations near rail stations, but only where the rail network provides sufficient levels of service and where development can be delivered at sufficient density.

Parking standards must be set as part of a local plan, and these should align with a plan’s transport vision. There is a notable shift here towards maximum standards as a tool to support sustainable travel choices and higher-density development.

Active travel features prominently throughout the draft, with positive references to continuous footway crossings, segregated cycleways and inclusive design for disabled people, older people and children. However, the absence of a reference to specific consideration for women and girls is a missed opportunity.

Place

Placemaking principles are largely retained from the existing framework, but greater emphasis is placed on the need for local plans to identify where design guides, codes and masterplans are required for development including those coming forward in key regeneration areas and town centres.

The key features of well-designed places within the draft are noted to be Liveability, Climate, Nature, Movement, Built Form and Public Space, all of which need to be informed by context.

Notably, the reference to Building for a Healthy Life is absent from the draft, although it is suggested that this guidance will be referenced within the forthcoming Design and Placemaking Planning Practice Guidance.

Climate Change

Climate change policies are brought forward in the framework, this shift clearly signals their importance and emphasises that climate impacts extend far beyond water management. Local authorities would be given greater flexibility to set tighter water efficiency standards, and there’s a strong push for green infrastructure and nature-based solutions to tackle urban heat, reduce biodiversity loss, provide resilience against extreme weather and to support the transition to net zero.

Infrastructure and Water Management

A proposed new section on clean energy and water infrastructure encourages early engagement with providers to ensure that there is sufficient capacity for water supply, drainage and wastewater treatment, with the aim of enabling engineers and master planners to accommodate suitable provision from the earliest stages of planning, including considerations around water quality and the management of pollution.

It is notable that the draft suggests that applicants will no longer need to justify water infrastructure projects, helping water companies to deliver strategic resource options more efficiently.

Flood Risk and Drainage

While the changes to flood risk and drainage policy are not radical, they aim to provide greater clarity and incorporate key elements of the Planning Practice Guidance directly into the NPPF. We are pleased to see that the Vulnerability Classifications of Data Centres and green energy solutions such as Carbon Capture (Essential Infrastructure) have been confirmed.

Policy updates clarify when sequential tests and Flood Risk Assessments are required, with a shift in language from ‘should not be permitted’ to ‘should be refused’ for high-risk sites. While there is a greater emphasis placed on the impacts of climate change, this does not have any impact on flood zone definitions.

Redrafted policies around safety from flooding require that proposals “should not present a risk from flooding”, however the term ‘risk’ needs to be clarified or defined, to ensure that this does not blight areas with extensive flood risk (unmanaged) such as London, East Anglia or Somerset,. Related to this there is a greater emphasis placed on emergency planning to manage residual flood risk.

Additionally, the draft encourages developers to consider opportunities to de-culvert watercourses, stating that culverting should only occur where there are compelling reasons.

On surface water drainage the draft proposes referencing the, recently published, National Standards for Sustainable Drainage Systems, aiming to bring consistency in its application across the country. It also clarifies that only major developments need to take account of advice from Lead Local Flood Authorities (LLFAs), which should ease pressure on LLFAs and smaller development projects.

Coastal Change

Coastal policy now includes tidal rivers and estuaries, reinforcing the role of Shoreline Management Plans in strategic risk management.

Biodiversity Net Gain

The draft proposes capping biodiversity net gain requirements at the mandatory 10% and seeks views on offsetting shortfalls through over-delivery elsewhere. Clarifications on veteran trees and alignment with industry standards are also suggested.

Effective Use of Land and Materials

The draft repeatedly highlights the need for the regeneration of previously developed land, thereby bringing sites back into beneficial use and providing a mechanism for addressing residual land contamination issues.

A strong emphasis is also placed on the need for sustainable reuse of chemically suitable excavated soils and other materials within a development. This is welcomed, however the current regulation of excavated materials and what constitutes ‘waste’ is not straightforward and can be prohibitive to material reuse within brownfield development projects. This complexity in the regulatory framework will therefore need to be addressed if the sustainable reuse of soils and other materials is to be maximised.

Why It Matters

Changes to the NPPF are clearly intended to boost housing delivery and promote economic growth, and we think that the changes will certainly have a mild but positive effect in this regard. However, the draft also proposes significant changes to plan-making and decision-taking along with a clear mandate for the planning system to better integrate climate resilience, infrastructure capacity and biodiversity from the outset, while delivering well-designed, well-connected and inclusive places at pace. This is going to be a challenge for the industry, but the team at PJA, with our integrated offer of services across movement, place, engineering and environment, are well placed to help our clients and the wider industry to navigate these emerging requirements.

The consultation runs until 10 March 2026, offering an opportunity for professionals to shape policies that are practical, ambitious and future-focused.

What do you think? Will these changes help deliver better places and more sustainable transport? Or do they fall short of what’s needed? Share your thoughts below – and if you want to read the full draft, you can find it here: https://assets.publishing.service.gov.uk/media/6941965758a21370f58f304e/Draft_NPPF_December_2025.pdf

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PJA Expands South West Presence with Strategic Acquisition of Key Transport Consultants

PJA has acquired Bristol-based transport planning consultancy Key Transport Consultants (KTC). The move strengthens PJA’s private sector development planning capabilities in the South West and brings additional expertise into its growing national team.

KTC has built a strong reputation over more than 20 years, delivering trusted transport planning and traffic engineering advice to clients across the UK. As part of the acquisition, David Tingay joins PJA as Technical Director and Vanessa Burbridge as Consultant Transport Planner. Peter Mansell will support the transition as a sub-consultant, ensuring continuity for existing clients.

The acquisition marks a significant milestone in PJA’s strategic growth, enhancing its footprint in the South West and reinforcing its position as a trusted advisor in the built environment sector. With over 180 professionals across 10 offices in the UK and Australia, PJA continues to deliver place-led transport planning, engineering and environmental services that enable sustainable growth in urban and rural environments.

Commenting on the acquisition, Nigel Millington, Joint Managing Director at PJA, said:
“We are delighted to welcome the KTC team to PJA. This is a natural fit for both businesses, built on shared values and a commitment to delivering high-quality, client-focused advice. We look forward to working with KTC’s clients and helping to drive their projects forward with the added benefit of our integrated engineering and environmental services.”

David Tingay, Former Director at KTC, added:
“Joining PJA is an exciting step for us. We’ve long admired their approach to placemaking and transport planning, and we’re confident that our clients will benefit from the broader range of services and national reach that PJA offers. We’re looking forward to continuing our work with clients under the PJA banner.”

The KTC brand will be retired as part of the transition, with all ongoing projects and client relationships continuing under the PJA name.

Got a question?

David Tingay will remain a key point of contact for clients. You can reach him directly at [email protected] or 0117 203 2827

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