Memorandum submitted by Sustrans (CIT
11)
EXECUTIVE SUMMARY
— This is a response by Sustrans,
the UK's main sustainable transport charity.
— We work on "hard"
measures such as the National Cycle Network and "soft"
ones (such as TravelSmart) to promote sustainable transport and
thus reduce carbon emissions.
— We believe that all public spending
should be put within the context of a carbon-constrained future—and
urge that this is recognised in the current Comprehensive Spending
Review.
— Much higher levels of funding
for local government and NGOs would enable a step-change in local
transport to take place and encourage individual action towards
sustainability.
— Schools in particular offer
real possibilities for practical action and everyday behaviour
change.
ABOUT SUSTRANS
1. We are the charity behind practical and
innovative solutions to some of the UK's biggest transport challenges.
Our work includes the National Cycle Network, Liveable Neighbourhoods,
Healthy Active Travel, Safe Routes to School, TravelSmart and
Low Carbon Travel.
2. We work with local and national government,
and our aim is to change the UK's transport system and culture
so that:
— Transport emissions that cause
climate change are significantly reduced.
— People can choose more often
to travel in ways that benefit their health.
— Everyone has local access to
the services they need to improve their quality of life.
— Local streets and public spaces
become places for people to enjoy.
Clearly, such work is of great benefit in empowering
the average citizen.
3. We are a member of Stop Climate Chaos,
the huge coalition working together on this critical issue. We
organised a conference on Transport and Climate Change in Cambridge
last year, and the background paper "Driven to Extinction?"
is available from us. We are also co-publishers of "Driving
Up Carbon Dioxide Emissions From Road Transport" (Steer Davies
Gleave, July 2006). This shows how existing Government policies
are actually working to increase carbon emissions, rather than
reduce them.
4. Our evidence to the recent Environmental
Audit Committee inquiry into "Reducing Carbon Emissions From
Transport" has now been made public.
5. We have made a detailed submission to
HM Treasury on the Comprehensive Spending Review, urging that
all public spending be re-assessed within the context of the need
to reduce carbon emissions.
6. Sustrans warmly commends the "VIBAT"
report to the Committee. This was done as part of the "Horizons
programme" for the DfT by Bartlett College and Halcrows,
and published in January 2006. It lists 122 ways of reducing carbon
emissions from road transport and suggests that a 60% cut by 2030
is possible, if hard work.
WORK BY
SUSTRANS
7. Most of our work now contributes directly
to the reduction of carbon emissions from Transport, simultaneously
offering individuals and communities greater travel choice with
a strong linkage to sustainable modes, and to healthy means of
travel.
The National Cycle Network
8. The NCN is now over 10,000 miles long,
coordinated by Sustrans and built in partnership with local authorities
throughout the UK. We publish an annual monitoring report: that
for 2005 shows that the Network carried 232 million trips to school,
work, the shops, family and friends. 36% of users could have used
a car to make their journey but chose not to.
9. In the last six years the Network has
carried nearly one billion trips by bike and on foot. These represent
a potential carbon saving of 1.3 million tonnes—the same
amount to be made by the Government's proposed recent bio-fuels
initiative.
Journeys to School
10. Official figures suggest that up to
20% of morning peak hour traffic is escort journeys to school.
Our "Safe Routes to Schools" and "Bike It!"
programmes have made a major contribution to traffic reduction
at this time of day.
11. Our research shows that 45% of children
want to cycle to school, but only 4% currently do. Yet at our
own selected schools we have quadrupled cycling within a year.
Furthermore, our "Links to Schools" programme has taken
one million car trips a year off the road in 12 case study schools.
12. Overall our Safe Routes to School programme
is now supporting 7,500 schools in development of their Travel
Plans. The Government has a target of all schools having such
a Plan by 2010, an initiative we commend.
TravelSmart
13. This has been pioneered by Sustrans
in the UK following its widespread success at reducing motorised
travel worldwide. It is a unique service that gives households
the tailor-made information they need to walk, cycle and use public
transport more. We only engage with households who request the
information, but in this way citizens can have a much wider choice
about travel information.
14. TravelSmart costs on average £20
of public funds per household. On average it reduces car travel
10-14%. Our latest work, in the DfT "Sustainable Travel Demonstration
Towns" of Peterborough and Worcester, shows similar results.
It also shows that TravelSmart could be extended to a city the
size of Birmingham (400,000 households) for £8 million—the
cost of a third of a mile of motorway.
Q1. What is the real scope for individual
and local community action to contribute to tackling climate change?
15. Firstly, we believe it is possible to
make considerable reductions in traffic—and by implication,
carbon emissions—by information campaigns, such as our TravelSmart
(see above).
16. Secondly, modal shift can be encouraged
by the creation of new non-motorised infrastructure. Please see
our figures above regarding the National Cycle Network.
17. Thirdly, combinations of "hard"
and "soft" measures are powerful, as in the case of
workplace or school Travel Plans. There is currently a positive
DfES consultation on "Sustainable Schools". Clearly
these could be a real focus for community action. We have noted
above that in some of our Bike It! schools we have quadrupled
cycling.
18. Fourthly, "Eco-driving". Individuals
should be encouraged to drive smaller-engined more fuel-efficient
vehicles. Vehicles fitted with on-board speed limiters will assist
in the reduction of carbon emissions. Such reduction can also
be achieved by a lowering of speed limits at the top end of the
range.
Q2. What are the barriers to uptake of climate
change mitigation strategies at the level of the individual, and
how can they be overcome? Are current incentives such as the energy
efficiency commitment or graduated Vehicle Excise Duty sufficiently
strong to affect behaviour?
19. We refer the Committee to the EAC report
of 7 August. The main barrier appears to be Government reluctance
to offer clear leadership on this issue, which in turn translates
into confusion at the individual level.
20. A reliance on voluntary-only agreements
with car-makers; an ever-growing expansion of air travel; a hugely
expensive planned increase in highway capacity; and a massive
under-investment in sustainable modes—these all send "the
wrong message" from Government to the individual. Additional
to this is that the DfT proposes that its national Road User Charging
programme should be targeted only at congestion, and not to be
considered as an instrument against climate change. Within a road
pricing regime it should be possible to levy higher charges on
the more wasteful and polluting cars, as currently being proposed
by the Mayor of London for SUVs within congestion charging.
Q3. How can the Government and other agencies—at
national, regional and local levels—encourage the uptake
of domestic emission measures? What is the role of the community
projects in schools and other public institutions?
21. In answer to the second question, Sustrans
is working on a response to the DfES "Sustainable Schools"
consultation. We can make this available to the Committee within
four weeks, if required.
Q4. What is the role of NGOs in delivering
the "Citizen's Agenda" on climate change?
22. The membership of NGOs runs into millions
in the UK. Many such work in partnership with national and local
government, most feel much more could be done.
23. For example, there are supposed to be
national "Compacts" between NGOs and central government.
These are, however, extremely feeble and of little worth. At local
level many NGOs are often viewed as a nuisance by Councils, despite
having a valuable expertise to contribute.
24. The position of Sustrans is slightly
more favourable, as our Regional Offices are by now long-established
and well respected. Nonetheless, in the issue of "winning
hearts and minds", a more positive partnership between NGOs
and Government would yield huge benefits.
25. We also believe a step-change in funding
for NGOs is needed. Sustrans itself could greatly expand its work
given greater Government support.
Q5. Are Domestic Tradable Quotas (also known
as personal carbon allowances) a viable option? What other economic
and other incentives for behavioural change might also be considered?
26. Sustrans believes that a system of personal
carbon allowances is:
27. Such a system would take place against
the background of agreed capped limits for the nation, and of
sectors within the nation. It is, of course, outlined by Hillman
and Fawcett in "How We Can Save the Planet", Penguin
Books 2004. We have already appraised DEFRA of our intention to
pilot such a scheme amongst our staff.
28. Other levers influencing travel behaviour
include:
— Pricing and taxation mechanisms;
— Information campaigns about
climate change and peak oil/energy security issues;
29. Often the provision of information is itself
an incentive for change, cf our TravelSmart work. But this can
also be incentivised through items such as concessions on public
transport tickets or assistance with bicycle purchase or hire.
CONCLUSION
30. This is a most timely enquiry by the
Committee, and we hope that our range of practical projects which
assist the individual to travel sustainably are of relevance and
interest.
Sustrans
August 2006
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