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Making Surrey a better place
Surrey Transport Plan:
Climate Change Strategy
April 2011
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i
Surrey Transport Plan, 2011-2026
Climate Change Strategy
April 2011
Contents
Executive Summary ......................................................................................................... 1
1 Introduction ................................................................................................................ 2
1.1 This Climate Change Strategy document............................................................ 2
1.2 The Surrey Transport Plan .................................................................................. 2
1.3 Why Surrey needs a Climate Change Strategy ................................................... 2
1.4 Aim of this strategy ............................................................................................. 3
1.5 What this strategy covers .................................................................................... 3
1.6 Terminology ........................................................................................................ 3
1.7 Climate change and local air pollution ................................................................ 3
1.8 Managing climate risks........................................................................................ 4
2 Objectives and targets ............................................................................................... 5
2.1 Objectives ........................................................................................................... 5
2.2 Indicators and targets ......................................................................................... 5
2.3 Contextual variables ........................................................................................... 6
3 Challenges and opportunities .................................................................................... 8
3.1 Challenges for reducing emissions ..................................................................... 8
3.2 Opportunities for reducing emissions .................................................................. 8
3.3 Challenges from changing environmental conditions .......................................... 9
4 Policy options and measures ................................................................................... 10
4.1 Appraisal of impact and cost effectiveness ....................................................... 10
4.2 Public support for measures ............................................................................. 11
5 Preferred strategy .................................................................................................... 12
5.1 Impact of preferred strategy .............................................................................. 12
5.2 Activities in the preferred strategy ..................................................................... 15
5.3 Activities in other strategies contributing to reducing CO2 emissions ............... 16
5.4 Further sustainable transport measures ........................................................... 18
Appendix 1: Some examples with links with other strategy areas .................................. 19
Appendix 2: Issues with measuring CO2 emissions, projecting business as usual and
setting targets................................................................................................................. 20
Appendix 3: Climate change projections for Southeast England .................................... 25
Appendix 4: Options considered for appraisal ................................................................ 26
Appendix 5: Partner engagement................................................................................... 28
i
Executive Summary
The Climate Change Strategy of the Surrey Transport Plan sets out our ambition to
reduce carbon dioxide (CO2) emissions from transport in Surrey and to manage risks
posed to the transport network arising from climate change. Our aim is to develop a
lower carbon transport system that is more resilient to future climate risks and higher
energy prices.
Vehicles are becoming more efficient, but increasing mileage per capita and
population growth will offset some of the benefits of technology improvements. Given
these factors, it is estimated that the effect of central government and EU policies
alone, will result in reduction of around 7% in carbon dioxide emissions in Surrey by
2020. The strategy sets out additional local actions to help reduce emissions further.
The objectives of the strategy are to:
1. Reduce distance travelled by reducing the need to travel
2. Increase the proportion of travel by sustainable modes such as walking and
cycling, maintain public transport patronage and increase vehicle occupancy
3. Switch to lower carbon vehicles, encourage efficient driving and manage traffic
flows
4. Reduce energy use of highway infrastructure and transport services
5. Manage the risks posed to transport, by forecasted effects of climate change
We will focus staff time and funding on options that will give greatest value for
money. To inform these decisions we have considered the impact, cost
effectiveness and deliverability, with respect to reducing carbon emissions and also
the impact on the wider objectives of the Surrey Transport Plan.
The main activities by the strategy partners are:











Make sustainable land use planning decisions for new development
Encourage providers to invest in faster broadband in rural areas
Develop school and workplace travel plans to promote sustainable choices
Maximise the benefits from developer contributions to infrastructure
Expand car clubs for pay-as-you drive hire of lower carbon vehicles
Enforce legislation for car salesrooms to provide fuel efficiency information to
consumers
Procure lower emissions vehicles within our own fleets
Support electric vehicle use through provision of charging infrastructure at
appropriate parking locations
Upgrade street lights to include variable brightness controls for efficiency
Use sustainable materials for highway maintenance
Identify in greater detail the potential impacts of climate change through
service risk registers and decide appropriate actions to avoid, reduce, share or
accept risks
1
1
Introduction
1.1 This Climate Change Strategy document
This is the Climate Change Strategy, one of the strategies which makes up the
Surrey Transport Plan.
A public consultation on the draft strategy was held between March and June 2010.
The results of this consultation have helped to inform the strategy. A formal
consultation report, to be published in 2011, will give details of who was consulted,
the consultation feedback received and how it was reflected in changes to this final
strategy. An outline of the public support for measures is set out below in section
4.2.
1.2 The Surrey Transport Plan
The Surrey Transport Plan is the county’s third Local Transport Plan (LTP3). The
new plan covers the period from April 2011 and looks ahead to 2026.
The Surrey Transport Plan replaces the Surrey Local Transport Plan second edition:
2006/07 – 2010/11 (March 2006), known as LTP2.
Documents are available giving an introduction to the Surrey Transport Plan and its
overarching vision and objectives and an explanation of key abbreviations and
acronyms used in the Surrey Transport Plan.
1.3 Why Surrey needs a Climate Change Strategy
There are many reasons to develop a transport system that uses less energy and in
the longer term uses fuel from renewable sources and is prepared for climate
change:
•
•
•
Tackling climate change by reducing carbon dioxide emissions
Energy security - keeping Surrey's economy stable and prosperous in a
future with high energy prices and energy insecurity
Limiting cost of damage to infrastructure and disruption to services
Tackling climate change is one of Surrey’s five priorities in the community strategy.
At a national level, one of the five National Transport Goals1 is to reduce carbon
emissions and for local networks to deliver quantified reductions in greenhouse gas
emissions, taking account of cross-network policy measures. In January 2011, the
Coalition Government published its Local Transport White Paper entitled ‘Creating
Growth, Cutting Carbon: Making Sustainable Local Transport Happen’. The White
Paper sets out the Government's vision for a sustainable local transport system that
supports the economy and reduces carbon emissions, which are described as two
key government objectives. Taking action locally to reduce carbon emissions from
transport has many synergies with other strategy areas (Appendix 1).
1
Guidance on Local Transport Plans, DfT, 2009
2
1.4 Aim of this strategy
To reduce carbon dioxide emissions from transport in Surrey and manage climate
risks posed to transport infrastructure and transport services, that organisations in
the Surrey Strategic Partnership (SSP)2 and the Transport for Surrey Partnership are
responsible for.
1.5 What this strategy covers
The scope of the strategy will cover those aspects of transport that we ‘own’ or a
shared influence over. The county council has ownership of emissions from highway
infrastructure emissions and council business travel. The county council has shared
influence and responsibility, along with partner organisations and individuals, for
emissions from road and rail transport arising from travel by Surrey residents, those
working in Surrey and also freight transport delivered to/ from Surrey organisations.
Through-traffic i.e. journeys that neither start nor finish in Surrey, must be tackled
through partnership working with neighboring authorities. Emissions from air
passenger travel, air freight, shipping passenger travel and shipping freight are
considered out of scope of this plan and are covered by national strategies.
1.6 Terminology
The term ‘emissions’ is used to refer to ‘emissions of carbon dioxide (CO2) and other
greenhouse gases’, expressed in terms of the CO2 equivalent impact.
1.7 Climate change and local air pollution
Along with CO2, both nitrogen dioxide (NO2) and particulate matter under 10 microns
(PM10) are emitted by fossil-fuelled vehicles. All of the Air Quality Management Areas
(AQMAs) in Surrey are declared in relation to excessive NO2, or both NO2 and PM10.
The main source of both these pollutants in Surrey is road traffic. Air pollution
describes the presence of contaminant or pollutant substances in the air at a
concentration that interferes with human health or welfare, or produces other harmful
environmental effects.
The county’s Air Quality Strategy for tackling local air quality problems is linked to the
Climate Change Strategy because many of the emissions sources are the same and
the many measures to tackle these problems are complementary. However, due to
specific monitoring obligations upon the borough and district councils and the
localised nature of AQMAs, this issue is covered by a discrete strategy.
Countywide, AQMAs will benefit from measures in the Climate Change Strategy
which reduce the need to travel, encourage people to use lower carbon modes and
2
Surrey Strategic Partnership is comprised of Surrey County Council, Surrey's eleven districts and
boroughs, Surrey Police, Surrey Primary Care Trust, The Learning and Skills Council, voluntary,
community and faith sector and the business sector.
3
those which reduce tailpipe emissions. However, individual AQMAs will usually
require additional interventions in order to achieve the national air quality objectives.
1.8 Managing climate risks
Changing environmental conditions alter the risks posed to transport infrastructure
and services. Whilst we must act to reduce future emissions to mitigate the most
serious levels of climate change, the effect of already increased levels of carbon
dioxide in the atmosphere means that we must also assess future risks and decide
appropriate actions to avoid, reduce, live with or share challenges3.
A methodology will be developed through Surrey Climate Change Adaptation Group
using the UK Climate Impacts Programme Business Areas Climate Impacts
Assessment Tool (BACLIAT). This tool has been selected, because it encourages a
systematic approach for assessing the potential impacts of climate change and it
encourages the consideration of both threats and opportunities.
3
UK government policy on climate change is based on the Intergovernmental Panel on Climate
th
Change 4 Assessment http://www.ipcc.ch/publications_and_data/ar4/syr/en/contents.html which
remains a the most comprehensive and peer-reviewed information source on climate science.
4
2
Objectives and targets
2.1 Objectives
There are five objectives for achieving a reduction in emissions from transport and
managing climate risks:
1. Reduce distance travelled by reducing the need to travel;
2. Increase the proportion of travel by sustainable modes such as walking and
cycling, maintain public transport patronage and increase vehicle occupancy;
3. Switch to lower carbon vehicles, encourage efficient driving and manage traffic
flows;
4. Reduce energy use of highway infrastructure and transport services; and
5. Manage the risks posed to transport, by forecasted effects of climate change
2.2 Indicators and targets
Indicators and targets have been selected that focus on the outcomes of reducing
emissions and managing risks. These are summarised in Table 2-1 and commentary
is provided below.
CC1 – Carbon reduction from road transport
Description: Carbon dioxide emissions from all road transport in Surrey except
motorway traffic.
Target & baseline: 10% reduction in absolute emissions by 2020 increasing to 25%
reduction by 2035 on 2007 levels of 2,114 k tonnes (1.9 tonnes per capita).
In 2007 emissions from transport in Surrey4 were:
 Total CO2 emissions = 2,114 k tonnes
 Per capita (i.e. per resident) emissions = 1.9 tonnes
An absolute reduction, rather than per capita reduction target is proposed, because
we recognise that in a global context of an increasing population, absolute emissions
must be the ultimate measure.
For a full discussion on the scope and issues with measuring, projecting and setting
targets for emissions from transport, see Appendix 2.
If government discontinues the compilation and publishing of NI 186 data, then
emissions would be modeled using Surrey OMITRANS model for traffic movements,
which uses the same source data as NI186.
CC2 – Carbon reduction from SCC business travel
Description: Carbon dioxide emissions from Surrey County Council business travel
Target & baseline: 28% reduction by 2013/14 compared with 2008 baseline of 5.5
ktonnes CO2.
4
Local area figures for National Indicator 186 “CO2 emissions per capita”, DECC (2009). A new
baseline figure may be used in future years for comparison, depending on latest published figures.
5
Emissions in the baseline year of 2009/10 financial year were 2,796 tonnes CO25.
This figure only includes car and motorcycle mileage as we do not yet have a
methodology for calculating emissions from public transport journeys as we do not
record their distance.
Through our corporate travel plan, we are committed to finding ways to reduce the
environmental and time costs of travel and find a better balance between the benefits
of travel and the downsides. Business travel is more directly within the council’s
control and also cost savings can be identified from some sustainable travel
measures. We also implement travel plan measures to encourage sustainable
commuting.
There are many other emissions arising from Council operations, including contracts
such as Highways maintenance, street lighting, mobile libraries, Fire and Rescue
vehicles and school transport services. In some areas we have set a reduction target
through contractual terms e.g. Highways contract has a target to reduce emissions
by 25% over 6 years from a 2011/12 baseline.
CC3 – Climate Change adaptation
Description: Measures how well developed SCC’s plans are for Climate Change
adaptation (formerly NI188)
Target & baseline: Awaiting clarification from central government for single data list.
The former National Indicator 188 was a self-assessed, process-based measure, of
how well developed our plans for adapting to climate change are. A longer term
target will be set as part of the Surrey Climate change adaptation action plan. This
will be incorporated into the Transport Plan, at an appropriate review stage.
2.3 Contextual variables
The level of CO2 emissions from transport depends on distance travelled, speed,
mode of travel, occupancy level, the vehicle's engine efficiency and driver behaviour.
We do not intend to set specific targets for changes in each of these variables, but
we will monitor some changes against known baselines, so that we can evaluate the
contribution of different measures to the overall aim of reducing emissions. Specific
to the climate change strategy, i.e. not covered in other strategies, the main
indicators that we will monitor are:
• Profile of cars across CO2 emissions bands (recorded by DVLA ); and,
• Electric vehicle charging points, installed and usage.
Also, we will monitor energy consumption of highways infrastructure and the
embodied energy of materials used for highway constructions and maintenance.
5
Part of NI185 submission
6
Table 2-1: Indicators and targets for Climate Change Strategy
Indicator name
Topic
Strategy
promoter
Climate
Change
Description
Target & Baseline
Rationale
Carbon dioxide
emissions from
all road transport
in Surrey except
motorway traffic
10% reduction in absolute
emissions by 2020 increasing to
25% reduction by 2035 on 2007
levels of 2,114 k tonnes
(1.9 tonnes per capita)
CC2 – Carbon
reduction from
SCC business
travel
Climate
Change
Carbon dioxide
emissions from
Surrey County
Council business
travel
28% reduction by 2013/14
compared with 2008 baseline of
5.5 ktonnes CO2
CC3 – Climate
Change
adaptation
Climate
Change
Measures how
well developed
SCC’s plans are
for Climate
Change
adaptation
(formerly NI188)
Awaiting clarification from central
government for single data list.
Specific – clear target set
Measurable – data collected centrally under NI 186,
which is intended to continue.
Achievable – based on modelling on Business as usual
and various scenarios. 10% is only half of the ‘fair share’
for transport, based on National carbon budgets, but this
reflects economic appraisal showing other areas are
more cost effective to target first.
Relevant – Yes – intrinsic outcome to reducing Surrey’s
contribution to climate change and increasing resilience
to higher energy prices
Time-based –Yes
Specific – clear target set
Measurable – a basic calculation is made using staff
vehicle mileage claims and direct fuel purchases where
known, which is calculated annually for NI185.
Achievable – challenging, but target is not per
employee, so staff reductions are likely to contribute to
reduction, in addition to more efficient working per
person.
Relevant – Yes - especially showing leadership
Time-based – Yes
If nothing is prescribed on a statutory basis we will
consider developing a local target.
CC1 – Carbon
reduction from
road transport
7
3
Challenges and opportunities
3.1 Challenges for reducing emissions
We are faced with considerable challenges in achieving the aim of reducing
emissions from transport and managing climate risks. In particular in Surrey, key
challenges are:
• Population is predicted to grow by 11% to 1.208 million by 20206,
compared to the population in 2007. This means that in order to achieve a
20% reduction in total CO2 emissions by 2020, per capita emissions must
reduce by 25%;
• Surrey has higher than average levels of car ownership, with 86% of
households in Surrey owning a car, compared to 73% on average across
England7. Although cars have become more fuel efficient, they are still only
half as efficient, at current occupancy rates, as a bus and one quarter as
efficient as a train8. The increase in car ownership has, to date, been
coupled with lower levels of walking and cycling9;
• Distances to amenities and lower population densities in rural areas affect
the viability of high frequency public transport. Less frequent public
transport in rural areas combined with higher than average income levels,
contribute to the car often being the preferred option for travel; and
• Travel for leisure and retail purposes has shown the largest increase in the
past 10 years but relatively few current measures are designed or
resourced to address these trips.
3.2 Opportunities for reducing emissions
There are also opportunities to reduce emissions, including:
• Relatively high levels of households with internet access, enabling
teleworking and other online communications to reduce the need to travel,
although speeds in rural areas need to be increased;
• Good rail links, with spare capacity at off-peak times;
• Whilst higher than average affluence and car ownership levels present
challenges for increased use of sustainable modes, this is an opportunity
for a more rapid uptake of lower carbon vehicles, compared to other areas
of the country;
• Several multinational automotive companies have sites in Surrey and there
are a number of smaller companies at the forefront of low carbon vehicle
engineering.
6
Office of National Statistics (2008), Population projections for years up to 2031. Available on line
from: http://www.statistics.gov.uk/statbase/product.asp?vlnk=997
7
Office of National Statistics (2010) 2001 Census http://www.statistics.gov.uk/Cci/nscl.asp?ID=8168
8
Defra (2010) Greenhouse gas conversion factors.
http://www.defra.gov.uk/environment/business/reporting/conversion-factors.htm
9
DfT (2009) National travel survey 2008
http://www.dft.gov.uk/pgr/statistics/datatablespublications/personal/mainresults/nts2008/
8
3.3 Challenges from changing environmental conditions
Long term climate predictions are complicated, even at a global scale, and there is a
further element of uncertainty when projecting how the climate will change on a
regional level. Based on current research, projections for 2050s are:
• Average temperature increasing by around 2oC, in both winter and summer.
• Heatwaves more frequent in summer
• More rain in winter (up to 18% more) but less in summer to an equal
magnitude
For further background, see Appendix 3.
Impacts on transport infrastructure and services
Whilst 2050 may seem like a long time away, the infrastructure, such as roads that
are resurfaced today, will need to be resilient to new conditions in the coming
decades. We must therefore try to anticipate the most significant potential impacts
on transport. These have so far been identified as:
Highways impacts
• Increased flooding during winter, disrupting traffic movements and
damaging road surfaces. The risks are greater in flood plains and where
urban drains are overloaded. If the Thames barrier is raised more often
due to higher impact storm surges (with sea level change), combined with
high rainfall, this could lead to higher flood risks around the Thames for
areas in Runnymede, Spelthorne and Elmbridge;
• More frequent heatwaves in summer increasing road surface deformations
e.g. cracking and potholing, when driven on in high temperatures. This
could shorten the lifespan of roads, by allowing more water to get in to the
base of the road and further erode the structure;
• Additional costs relating to highways clean ups and diversions required by
extreme weather events;
• Legal costs for injury or loss of life, or damage to public property, due to
extreme weather; and,
• Even though the number of days of frost and snow will decrease, it will be
important to retain experience in dealing with sub-zero temperatures.
Bridges and other structures impacts
• Sudden structural failures are extremely uncommon, but, if no action were
taken, the risk of such failures could increase with flooding, due to soil
saturation and the scouring action of higher volume river flows.
Passenger conditions
• More extreme heat during summer could lead to possible heat exhaustion
for vulnerable travelers in cars, buses and trains;
• Delays to scheduled services if disrupted by severe weather events; and
• Reliability problems, for example speed restrictions (to retain safety when
higher temperatures in summer lead to buckling) or track flooding with
increased rainfall in winter.
9
4 Policy options and measures
A range of current and further options and measures has been considered (Appendix
4), some of which are already being implemented and others which are new to
Surrey. These options and measures were assessed at a strategic level in a two
stage process.
In stage one, options and measures were assessed for their potential impact on
reducing emissions and their cost effectiveness (Colin Buchanan, 201010).
In stage two, potential measures were assessed using a simple appraisal framework
against the following criteria:
 Policy compatibility, by assessing the contribution measures will make to
meeting policy objectives, including impacts in relation to climate change and air
quality;
 Cost of implementation and requirement for future maintenance/operation, and
potential funding opportunities;
 Deliverability and risk, considering the likelihood of being able to implement
interventions successfully.
This analysis helped to inform the preferred strategy.
4.1 Appraisal of impact and cost effectiveness
The most cost effective measure for emissions reduction in the long term is
sustainable land use planning i.e. locating developments in places that are close to
good public transport services, and local shops and key services. The layout of new
developments is also important to encourage local journeys to be done on foot or by
bicycle, instead of short distance car trips e.g. ‘Manual for Streets’ guidance11.
However new development only accounts for a small proportion of emissions arising,
therefore most emissions reductions by 2020 must be achieved in the context of
existing developments. Making better use of existing infrastructure by influencing
people's travel behaviour through education, marketing or financial mechanisms are
the most cost effective methods. For example, freight quality partnerships,
workplace and school travel plans, enforcing existing national speed limits and ecodriving education are all highly cost effective measures. ‘Tweaks to improve existing
public transport services can also contribute in a cost effective way, such as waiting
facilities and frequency of services to strategic locations.
Workplace parking levy, road user charging and Low Emissions Zones (for HGVs
and vans) and other ‘polluter pays’ pricing policies can be designed to be cost
neutral, or even revenue generating for the council, with costs transferred to end
users. However, we are not planning to develop such schemes.
New infrastructure for cycling and electric vehicles has been modeled as the most
cost effective of infrastructure improvement options. Additional infrastructure (as
10
11
Critical appraisal of the emerging Surrey Climate change strategy for Transport, Colin Buchanan, 2010
Manual for Streets and Manual for Street 2: http://www.dft.gov.uk/pgr/sustainable/manforstreets/
10
opposed to making better use of currently provided) for walking is lower in cost
effectiveness, possibly due to shorter distances travelled.
Constructing new public transport infrastructure e.g. trams and guided electric buses
is the most expensive option, over a relatively short evaluation period such as ten
years. However, this should not reduce the importance of such improvements in the
long term and large scale public transport infrastructure projects, seeking central
government funding, would be subject to dedicated cost/benefit appraisal, using the
new approach to appraisal (NATA), as described in WebTAG.
To achieve even higher emissions reductions, more measures would be required,
including the introduction of more ‘sticks’ to discourage travel, especially by car. For
example a Workplace Parking Levy and/or the introduction of emissions based
parking changes, consistently across all off-street and on-street parking. The funding
raised above and beyond administration and enforcement costs would need to be
reinvested in public transport and improvements to cycling and pedestrian facilities
and promotion, in order to have a positive contribution to reducing emissions.
4.2 Public support for measures
Consultation on a draft version of this strategy was undertaken from 25 March to 17
June 2010. Views were sought on the whole strategy.
There was considerable support from groups representing cycling, for more and
higher quality cycle routes, especially targeting school and commuting routes.
Respondents representing workplaces and commercial sector stated support for car
sharing and measures to address freight transport emissions and movements.
Of the options posed, greatest support (over 70% of all respondents to the question)
was given to safe walking and cycling routes to schools, other cycle improvements to
parking facilities and routes as well as smart-card ticketing for buses. The least
supported measures (less than 40% of question respondents) were increasing
parking charges in public car parks, introducing charging for workplace parking,
variable parking prices (based on emissions) and a programme for personalised
travel planning advice.
The level of support received for various measures, on the most part was consistent
across different groups of respondents (public, private and third sector), but the
numbers of respondents in each category were too small to draw statistically
significant conclusions about any variations in levels of support depending on
perspective.
11
5 Preferred strategy
Resources are more limited than at any point in the previous decade. Therefore we
must focus staff time and funding on options that will give greatest value for money.
Reducing emissions and adapting to new environmental risks will involve and affect a
wide range of organisations and individuals. In the development of actions for this
strategy, we have engaged with many partners, but there is still much more to do.
We have identified some action points, and will continue to work with the relevant
partners whose support is critical for turning the objectives of this strategy into reality
(see Appendix 5 for more information).
5.1 Impact of preferred strategy
The target of a 10% reduction in emissions by 2020, compared to a 2007 baseline, is
expected to be composed of approximately 7% from national measures and 3% from
local measures (Figure 5.1).
Emissions reductions for highway maintenance and streetlighting are not shown in
this figure, because the majority of emissions in these areas are either in commercial
sector electricity use or they are not accounted for in NI 186 figures in relation to
Surrey e.g. embodied energy of materials used.
Contribution of measures to reducing CO2 emissions by
2020
National measures, inc vehicle
efficiency
Measures to reduce need to
travel
Measures to support switch to
walking, cycling, public
transport and car sharing
Efficient vehilces and driving,
in additional to national
measures
Figure 5.1: Contribution of measures to reducing CO2 emissions by 2020
A summary of the actions that we will take and those options that we will
consider further, is shown in Table 5.1.
12
Table 5.1: Strategy toolkit
Infrastructure Measures
Upgrade streetlights and include dimming management for reduced energy
consumption
Specify use of sustainable materials for highways maintenance and minimise
waste to landfill
Climate change adaptation planning to identify risks, most effective responses
and take action in prioritized areas eg wet spots database
Procure lower emissions vehicles for Surrey County Council fleet and incorporate
into tenders for contracted works
New and/or improved cycle lane
New and/or improved cycle track
Cycle parking
Infrastructure to support use of hybrid/electric vehicles
Management of Infrastructure
Providing supported bus services using prioritisation methodology
Freight Quality Partnerships
Continuation and development of partnership arrangements between the county
council and bus operators
Integrated Demand Management
Police enforcement including speed limits
Smart card ticketing
13

Strategy which is the main
promoter of the measure
Sustainable
Safe
Reliable
Contribution to
Surrey Transport
Plan objectives
Effective
Measures

Asset Management
 Asset Management



 Climate Change
 Climate Change



























Cycling
Cycling
Cycling
Climate Change



Local Bus
Freight
Local Bus



Congestion
Road Safety
Local Bus
Measures
Urban Traffic Management and Control (UTMC)
Promotional and behavioural measures
Workplace travel planning
Car share database
Promotion of eco-driving
Encourage fuel efficient driving through voluntary use of intelligent speed
adaptation technology on satnavs
Car clubs
School travel planning
Cycle training
Wheels to Learn
Encourage internet use to facilitate access to services
Home working
Information Provision
Advisory signage (e.g. turn off engine at level crossings)
Pricing Measures
Differential parking charges
Other Measures (including Land Use Measures)
Working with partners to consider climate change issues:
 in Local Development Framework process to plan location and type of
development and local infrastructure improvements and controls,
 in identification of appropriate developer-funded mitigation schemes,
 in providing guidance on parking provision
Include sustainable travel accessibility in decision-making criteria of the Surrey
Strategic Partnership “Estates Review”
Enforcement of fuel vehicle labeling in car showrooms
Encourage boroughs and districts to consider adopting minimum emissions
standards or vehicle age restrictions into taxi licensing procedures
14
Contribution to
Surrey Transport
Plan objectives



Strategy which is the main
promoter of the measure






Travel Planning
Travel Planning
Climate Change
Climate Change



Travel Planning
Travel Planning
Travel Planning
Accessibility
Travel Planning
Travel Planning
















Congestion

 Air Quality


Parking

Climate Change



Climate Change
Climate Change
Climate Change


Climate Change
Air Quality
5.2 Activities in the preferred strategy
The Surrey Transport Plan includes other strategies that will support the
achievement of the objectives of the Climate Change Strategy, especially the
objective to support travel by public transport, cycling and walking. These related
strategies are summarised in section 5.3.
Activities that are more specific to the climate change strategy are as follows:
5.2.1 To support reducing the need to travel:
Broadband speeds in rural areas
The Surrey Economic Partnership will continue to facilitate the liaison with telecoms
providers including Open Reach and potential business customers in order to
demonstrate the market demand in rural areas. If sufficient additional demand and
willingness to pay can be shown, it is anticipated that the necessary investments to
improve speeds will be made. As well as supporting small businesses, this could
also benefit residents in these areas. As a short term solution for business users,
The County Land and Business Association (CLA) is working with communication
equipment distributor 'Eurostat' to provide its members with a satellite broadband
service known as 'CLA Rural Broadband’.
Community hubs
Within the Estate Public Value Review, we will investigate whether there is a
business case for providing 'community hubs' in Surrey County Council offices i.e.
shared facilities that enable employees from other organisations to work closer to
home than their standard workplace.
Sustainable travel considerations for public sector properties
Surrey County Council in partnership with the 11 district and borough councils,
Surrey Police, the Office of Government Commerce and the Primary Care Trust, and
with sponsorship from Improvement and Efficiency South East, are reviewing all
public owned land and buildings. The aim is to identify opportunities to reduce
operating costs and to collectively manage the public sector estate more effectively.
All land and property has now been mapped to locate clusters of buildings. Data is
being collected for all operational buildings, on the occupancy, suitability, energy
efficiency, lease breaks and running costs. Where opportunities are identified,
sustainable transport accessibility information will also be gathered and used in
within any decision-making criteria.
5.2.2 To switch to lower emissions vehicles:
Procure lower emissions vehicles for own fleet
We will continue to select lower emissions vehicles for our pool cars, via the use of a
car club and we will review the fuel consumption across our other purchased and
hired fleet vehicles and include fuel efficiency in the key decision-making criteria.
15
Enforcement of Fuel efficiency vehicle labelling
At Surrey’s new car showrooms, Trading Standards will research compliance levels
and educate traders and enforce where necessary, to ensure minimum vehicle
labelling standards are met for new cars and participation in the voluntary scheme for
second hand vehicles is encouraged.
Electric vehicles
We will develop proposals and funding bids for electric vehicle recharging points, and
determine appropriate locations e.g. workplaces, public car parks and on-street,
future-proofing infrastructure as far as possible and encouraging take-up through
demonstration schemes and promotional campaigns.
Lower emissions taxis
We will encourage the use of lower emissions vehicles as taxis through contracts for
Special Educational Needs transport. This could be through introducing a maximum
emissions limits for specific vehicle passenger capacity or through other mechanisms
to be developed.
Car club with lower emissions cars for hire by staff and residents
We will expand the existing car club scheme to cover Elmbridge, Epsom and Ewell
and Leatherhead, Reigate and Redhill, Woking and Guildford. We will continue to
use a car club system to provide staff pool cars for lower carbon business travel and
to avoid the need for staff to commute to work by car.
Speed Management
Exceeding a 60mph or 70mph limit on national speed limit roads would indicate
driving at less than maximum fuel efficiency. Effective speed management with an
emphasis on driver education is a core part of Surrey County Council and Surrey
Police's Drive SMART road safety and anti-social driving strategy. Where there are
speed related casualties or where residents are concerned over speeding, a number
of interventions such as vehicle activated signs, community speed watch, school
speed watch or roadside education and enforcement days may be considered.
Engineering improvements, police enforcement and safety camera enforcement may
also be implemented at the worst locations. Low-end speeders detected by camera
will be offered the opportunity to attend speed awareness courses. Advisory
Intelligent Speed Adaptation (ISA) is emerging as a feature in some satellite
navigation systems, so we will explore the opportunity to promote its use among
council colleagues and businesses.
5.3
Activities in other strategies contributing to reducing CO2 emissions
Landuse planning
We will recommend that new development is located in close proximity to existing
transport infrastructure and amenities and new streets are designed to support
cycling, walking and electric vehicle charging facilities.
16
The Local Bus Strategy sets out how the council aims to deliver and maintain an
effective, safe and sustainable bus network. Delivery will be achieved through the
following areas of work:
 Focussing on improvements to bus punctuality and journey time reliability through
Bus Punctuality Partnerships
 Restructuring the supported bus service network to deliver better value for money
and a better service for passengers
 Continued support for Park & Ride in Guildford
 Coordinating and supporting community transport and demand responsive
transport provision in areas where it is more effective and sustainable than
regular bus services
 Working with partners to ensure that passenger information and infrastructure is
delivered in a cost effective manner
We will also continue other schemes to support access to education targeting the
people with greatest need. Examples include the ‘Wheels to learn’ scheme for pupils
in rural areas and independent travel training for young people with special education
needs, to help them develop key life skills to travel independently (Accessibility
strategy).
The Freight Strategy sets out how we will implement freight quality partnerships and
other similar initiatives, to manage freight movements, share deliveries and improve
freight vehicle fuel efficiency.
The Travel Planning Strategy sets out plans for support for schools and workplaces
to target school, commuting and business travel journeys. This focuses on the
provision of self-help resources, tools and events to encourage behaviour change
and sharing best practice and more supported targeted interventions such as cycling
and pedestrian training on a prioritised basis.
Activities to encourage more people to cycle safely and more often, are outlined in
the Cycling Strategy, for example our commitment to fully consider cyclists in the
design of new highways schemes, to recommend good provision for cycling in new
developments, and to work with Train Operating Companies, to highlight investment
needs at Surrey stations.
The Parking Strategy makes reference to the potential to link parking charges to
vehicle CO2 emissions i.e. lower prices for low emission vehicles and equivalently
higher prices for higher emissions vehicles to maintain a cost neutral budget overall.
Some Boroughs, for example Woking, already implement variable pricing on season
tickets. In any review of parking prices for county council managed parking, we will
consider the benefits and feasibility of a pricing mechanism that rewards lower
emissions vehicles.
The Congestion Strategy sets out activities aiming to smooth traffic flows, and thus
reduce emissions from idling traffic, including improving the management of
incidents, road maintenance and other road works. Also, Surrey’s travel website will
be developed with real time traffic information included to encourage journey
planning and reduce congestion.
17
The Asset Management strategy will be developed to include measures to reduce
energy consumption of transport infrastructure. In particular:
We will manage our eight highways maintenance contracts with regard to high
standards of environmental sustainability. For example in the Core maintenance
contract, three targets for sustainability have been agreed:
1. Diversion of waste from landfill, for at least 90% of waste arising
2. Use of recycled products at a level of 15% of all highways materials
3. Reducing greenhouse gas emissions arising from highways maintenance by
25%, including embodied energy in materials and fleet transport emissions.
We will work collaboratively with the appointed highway maintenance contractor and
the county council will maintain an in-house intelligent client to ensure contract
performance against targets and to drive continuous improvement through the
‘Innovations Group’.
A street lighting replacement programme began in March 2010 and will be complete
by 2015, replacing 20% of lights each year. The new lighting units will be more
energy efficient, but in order to reach the required lighting standards, there will be an
increase in the number of lighting units installed. The net result from the increased
units will counter the efficiency improvements, negating any potential savings.
However, energy and emissions savings of 19% are planned overall, as a result of a
variable lighting regime agreed. This involves half brightness between 11pm and
5.30am in standard urban residential areas, with shorter dimming hours for town
centre areas with late closing and no dimming in some priority urban residential
areas. The new infrastructure, including an intended dimming regime for the county
will save 65ktonnes of CO₂ over 25 years via reduced electricity consumption.
LED traffic signals can reduce energy consumption and CO2 emissions by 60%,
compared to incandescent bulbs. They can also reduce CO2 emissions, lifetime
running costs and have a ten-fold longer lifespan, thus reducing long term
maintenance costs. Currently a minority of signals have LEDs, but there is a high upfront capital cost of upgrading. Given reduced budgets set for 2010/11 to 2013/14 it
is not expected that a significant number of upgrades will be possible within allocated
budgets.
5.4 Further sustainable transport measures
We will bid for external funding to support larger public transport and low carbon
vehicle infrastructure projects, for example the Local Sustainable Transport Fund.
Should we be successful, we will revisit our current 10% emissions reduction target,
in light of additional measures to support change.
18
Appendix 1: Some examples with links with other strategy areas
Strategy area
Climate change inter-dependencies
Asset
management
Energy use to run network e.g. street- lighting, traffic lights
Renewable energy supply
Embodied energy of products used e.g. Warm asphalt
Electric vehicle charging points
Demand management: amount of parking provided
Pricing: Higher and Variable charging for parking
Car clubs and electric vehicles are additional consideration
Less stop-start and higher average traffic speeds (up to 50mph)
reduces emissions per mile travelled (positive) but, increasing
network capacity induces more car trips (negative)
Potential for modal shift to public transport reduces CO2
emissions (positive) and potential to influence vehicle
specification and driver behaviour
Parking
Congestion
Passenger
transport
strategy: Part
1 – Local Bus
and Part 2 Information
Road safety
Modal shift to cycling and walking reduces CO2 emissions
(positive)
‘Eco-driving’ is safer, smoother driving resulting in higher fuel
efficiency
Enforcing 60 and 70mph speed limits (positive)
Electric vehicles too quiet – pedestrians do not look before
crossing (but overall small negative in relation to larger scale
positive health benefits of reduced air pollution)
19
Appendix 2: Issues with measuring CO2 emissions, projecting business as
usual and setting targets
Estimates of CO2 emissions from transport are based on vehicle kilometres
observed and emissions factors for a range of vehicle types. At the time of writing
the Government compiles a dataset of local area emissions for CO2 emissions, for
both absolute and per capita, for National Indicator 186 (NI186). This includes
‘transport’ along with two other main sectors of ‘domestic’ and ‘industry and
commercial’. Food and consumer goods impacts are not covered at the point of use,
but the point of production i.e. mostly excluded if produced abroad.
This data is collected and analysed by AEA Technology and published by
Department for Energy and Climate Change (DECC)12.
For the transport sector, NI 186 emissions include through traffic, but not emissions
from Surrey residents when travelling outside of Surrey. All road transport is
included, except motorway traffic. Non-road transport i.e. rail, shipping and air travel
is not included. Emissions factors are applied for a ratio of petrol and diesel vehicles
in the following vehicles categories: Passenger cars / Motorcycles / Light goods
vehicles / Rigid HGVs / Articulated HGVs / Buses / coaches.
Aviation and shipping are not included in NI186. Several significant land transport
sectors (motorways and railways) are excluded.
 Motorways – these are considered to have too many inter-authority
trips to be fairly attributable to the county within which they occur.
 Electric railways are included in ‘Industrial and commercial’
emissions because electricity use is not distinguishable from other
users.
 Diesel railways are included in the national statistics data set, but
are excluded from the NI 186 figures.
Surrey average change to date
Between 2005 and 2007 there was a 3% absolute reduction in CO₂ emissions from
transport in Surrey and a 5% per capita reduction. Since the period of research,
figures have been released for 2008. These show 2,029ktonnes for total transport
CO2 emissions (Fig 2.1) and 1.84tonnesCO2 per capita. This equates to a 7.8%
reduction since 2005 in absolute figures and 10% per capita reduction.13
12
http://www.defra.gov.uk/environment/localgovindicators/ni186.htm
Note: CO2 emissions figures for 2005 are re-baselined, each year, if the latest years data used a
more refined methodology. This happened for the 2008 dataset, published in Sep 10, therefore, 2007
figures should not be directly compared with the 2008 figures, except within the same published
dataset.
13
20
CO2 emissions from transport (ktonnes)
Surrey transport CO2 emissions, 2005 to 2008 (DECC, 2010)
2500
2000
1500
Surrey total
Linear (Surrey total)
1000
500
0
2005
2006
2007
2008
Figure 2.1: Changes in CO2 emissions from transport sector 2005 to 2008 (DECC,
2010)
Surrey Borough and District variations
In two-tier authorities, data is provided at a borough and district level (see Figure
2.2). However, these figures are not representative of the carbon efficiency of travel
behaviour within the area. This is because through traffic is included and outweighs
other variations such as the proportion of trips made by non-car modes by residents
of these boroughs. For example, Guildford’s emissions were 3.2 tonnes CO 2 per
capita, compared to Epsom and Ewell with 1.3 tonnes CO2 per capita, in 2007. It
would be most unlikely that a variance of this magnitude between areas is solely due
to differences in travel behaviour of residents. Differences are actually due to the
ratio of residents compared to through traffic.14 Therefore, it is important to treat
figures cautiously, when making comparisons between areas.
14
An extreme example of this is the data for the City of London. With the lowest car ownership of all
boroughs, and high levels of public transport use by residents, it would be reasonable to expect
21
Elmbridge
Epsom and Ewell
Guildford
Mole Valley
Reigate and Banstead
Runnymede
Spelthorne
Surrey Heath
Tandridge
Waverley
Woking
Surrey (Total or Average)
Total transportPopulation
emissions
(tonnes)
253,990
131,000
91,060
70,900
427,920
134,400
188,010
81,200
213,840
132,300
123,210
82,600
127,420
90,900
155,600
83,300
169,420
82,500
253,190
117,800
110,590
91,400
2,114,250
1,098,300
Per capita
(tonnes CO2)
1.9
1.3
3.2
2.3
1.6
1.5
1.4
1.9
2.1
2.1
1.2
1.9
Figure 2.2: CO₂ emissions from transport in Surrey in 2007 (DECC, 2009)15
Limitations of NI 186
At the time of writing, the national average profile of vehicle fuel consumption and
fuel type is used to calculate emissions per vehicle km. Therefore local variations to
this national average, gained from local measures to encourage a switch to lower
emissions vehicles16 and measures to increase fuel efficiency per mile driven17,
would not be shown in monitoring results. The Department for Energy for Climate
Change (DECC) and the consultant responsible for analysing NI186 data, AEA
Technology, were contacted regarding these issues18 to explain whether future
monitoring method revisions will take better account of local variation in vehicle
emissions. It was agreed this will be considered, but would have to weighed-up
against the resources required for the additional complexity of analysis.
Modelling future projected changes
Analysis has shown that national measures, combined with population growth for
Surrey, indicate that without additional local interventions a reduction in the region of
7%19 is anticipated. There are two main influencing factors:
1. vehicle efficiency improvements estimates vary widely, but the model
assumes a 14% savings per km travelled20.
2. vehicle kms i.e. distance travelled, by all vehicle modes, per capita, combined
with population growth, is estimated to result in an 8% increase in total vehicle
kms by 2020.
Traffic volumes were modelled using data for Surrey from the national TEMPRO
database which estimates future journey distances and numbers. This dataset has a
15
http://www.defra.gov.uk/environment/localgovindicators/ni186.htm
Data is available for all authority areas from DVLA records for motorcycles, cars and light goods
vehicles, but only for London for HGV due to Low Emissions Zone.
17
These are calculated on the basis of nation fuel sales and some element of analysis of ‘fuel card’
users mileage records.
18
This issue was discussed with Nicola Brophy, DECC and AEA Technology, Nov 2011.
19
Colin Buchanan (2010) Transport Climate Change Strategy Peer review.
20
Stockholm Environment Institute, 2008
16
22
considerably different scope to NI186 e.g. motorways are included but through traffic
is not, since the data is based on origin and destination figures. This is the opposite
of NI186, so makes it more difficult to make accurate estimates about changes in
CO2 emissions.
Since the TEMPRO model includes a population growth figure of 6.7%, if absolute
emissions are to reduce by 10%, then per capita emissions will need to reduce by
around 12%, but if the Office of National Statistics population growth figure is used,
then per capita reductions would need to be higher again.
National context of targets for CO2 reduction
There were no quantified target reductions for CO₂ emissions from transport in the
LTP2 for 2006 to 2011. The Local Area Agreement for Surrey sets a target to reduce
per capita emissions (National Indicator 186) across all sectors i.e. transport,
domestic and industry and commercial, by 10% by 2011, compared to 2005 levels.
Timescale
Reduction
Short-term
To be
achieved by
2011
Medium-term
2020
34%
or
20%
1990
80%
1990
Long-term
2050
10%
Compared to
i.e. baseline yr
2005
2007
Policy origin
Local Area Agreement
(LAA)
National Carbon
budgets, developed
from Climate Change
Bill
Climate Change Bill
Fig 2.3: Summary of targets for reducing emissions, by various timescales
Setting targets for period of LTP3
There are no statutory targets for reducing carbon dioxide emissions specifically from
the transport sector in Surrey, for the period of the third Local Transport Plan i.e. for
2011 onwards.
LTP3 guidance sets the objective of ‘reducing carbon emissions’ but (as with some
other objectives), it does not prescribe any particular level of reduction. Instead this
strategy must look to other higher level strategies to define what level of reduction
needs to be achieved. Note also, that LTP guidance does not define a date that the
LTP3 should extend to.
For the period covering Surrey’s transport plan (2011-2026), the country as a whole
is committed to legally binding emissions (total emissions, not per capita) reductions
within the Climate Change Act 2008 and carbon budgets for 2008-12, 2013-17 and
2018-22, following the Carbon Budgets Order 2009. The LTP3 is required to
contribute significantly to these national targets.
The Climate Change Act 2008 targets require changes in total national carbon
dioxide emissions of:
23
•
•
34% reduction by 2020, compared to 1990 baseline (or 20% compared to
2007 baseline)
80% reduction by 2050, compared to 1990 baseline
National Carbon Budgets’ have been set, which involve reducing absolute (not per
capita) emissions across sectors by 34% by 2020, compared to 1990 baseline or
20% by 2020, compared to 2007 baseline.
This percentage reduction (i.e. 20% reduction, by 2020, vs 2007) could be applied to
local transport emissions. This scenario is shown in Fig 2.4.
2,500
Woking
2,000
Waverley
Tandridge
Surrey Heath
1,500
Spelthorne
Runnymede
1,000
Reigate and Banstead
Mole Valley
500
Guildford
Epsom and Ewell
0
20
19
20
17
20
15
20
13
20
11
20
09
Elmbridge
20
07
20
05
CO2 emissions from transport per year (K
Tonnes)
20% reduction in absolute emissions from road transport* in
Surrey by 2020, applying National Carbon Budget
(*based on NI 186)
Figure 2.4: Application of 20% reduction, using 2007 baseline.
24
Appendix 3: Climate change projections for Southeast England
In more detail, projections from the UKCP09 for Southeast England for three time
periods under two emissions scenarios are shown in table 3.1. The high emissions
scenario assumes little or no change in industrial or agricultural activity, whilst the low
emissions scenario assumes a substantial reduction in GHG emissions due to shifts
to greener technologies and more sustainable practices.
Summer Mean Temperature
Low Emissions Scenario
High Emissions Scenario
Winter Mean Temperature
Low Emissions Scenario
High Emissions Scenario
Summer Precipitation
Low Emissions Scenario
High Emissions Scenario
Winter Precipitation
Low Emissions Scenario
High Emissions Scenario
2020s
+ 1.6 C
+ 1.5 C
2050s
+ 2.5 C
+ 3.1 C
2080s
+ 3.0 C
+ 4.9 C
+ 1.3 C
+ 1.4 C
+ 2.0 C
+ 2.5 C
+ 2.6 C
+ 3.7 C
- 6%
- 3%
- 13%
- 18%
- 14%
- 28%
+ 7%
+ 7%
+ 13%
+ 18%
+ 18%
+ 30%
Table 3.1: Predicted changes to climate for Southeast England (compared to
average of 1970 to 2001 baseline climate)21
These predictions show that both estimates for the 2020s in both the low and high
emission scenarios are very similar. This suggests that regardless of any mitigation
measure, Surrey is very likely to see a continuing trend of hotter summers and milder
winters coupled with lower summer and higher winter precipitation. It is also very
likely that these trends will increase into the 2050s with a varying range dependant
on the success of GHG mitigation measures. UKCP09 also projects an increased
frequency of extreme weather events such as heat waves and heavy rainfall in the
UK.
21
The figures given are the central estimate made by the UK climate projections and 50% probability
of accuracy. For more detailed projections involving the range probabilities of climate projections see
UKCP09.
25
Appendix 4: Options considered for appraisal
A wide range of options were appraised before the preferred strategy was formed.
These are included for reference purpose only.
Reducing distance travelled and increasing walking, public transport and
cycling (Objectives 1 and 2)
• Personalised travel planning for households
• More stringent maximum parking standards in new developments
• Congestion (cordon) or road user charging
• Workplace Parking Levy
• Review location and provision of public services e.g. health and education
to reduce need to travel, especially in rural areas
• Provide 'community hubs' for local working
• Bus smart-card ticketing to make bus use easier
• Trams / guided electric buses (in long term)22
• Bike rental scheme
• Freight quality partnerships used to share deliveries
• Support opportunities for using rivers / canals for the movement of freight
• More use of CPZs around business sites and transport hubs
Lower emissions vehicles and efficient driving and traffic flows
(Objective 3)
• Electric car recharging network especially at workplaces, retail and public
car parks23
• Procurement of alternative fuel vehicles for business travel, refuse lorries
for Boroughs, bus contract terms for County etc
• Trading Standards enforce vehicle labeling for consumers at point of sale
and on-line national database of emissions from each car model (if evasion
found to be high)
• Low emissions zone (LEZ) for heavy goods vehicles
• Local publicity of graduated VED based on emissions and company car tax
based emissions
• Roll out of variable parking charges based on emissions (currently only
operated in Woking Borough Council public car parks for season tickets)
• Lower emissions taxis, via licensing regulations
• Specification of lower emissions and higher Euro engine standard buses
• More stringent speed enforcement on national speed limit roads
• Driver training and education
• Local vehicle idling campaigns e.g. at level crossings
22
See Options appraisal – Surrey bus review
Committee on Climate Change has estimated that for a target of 1.7 million electric/plug-in hybrid
cars purchased by 2020, then 5% of work car park spaces and 25% of homes without access to offstreet parking should have standard charging points and there should be 2 publicly available fast
charging points per 1000 vehicles.
23
26
Reducing energy use from infrastructure (Objective 4)
• Energy efficient equipment e.g. street lighting
• Off-grid renewable energy powered equipment e.g. solar powered bollards
• Use of recycled products e.g. aggregates
Managing climate risks (Objective 5)
 A risk appraisal is currently being developed to identify the possible
options for dealing with the potential impacts identified in 'Challenges and
Opportunities'.
Options at a national scale (out of scope for local transport plan)
In conducting the review, a range of further current and possible options for
policy and action were highlighted, but that are out of scope of this strategy.
Even though these are beyond the scope of this strategy, they are listed
below, as local policies should be developed in the context (and certainly not
in contrary to) such measures. This is not an exhaustive list of such
measures.
‘Out of scope’ measures that are currently in place include:
 Fuel duty escalator
 Voluntary agreement with car manufacturers to reduce emissions of
new cars (95gCO2/km by 2020)
 Variable Vehicle Excise Duty, dependent on CO₂ emissions
 Differential fuel tax in favour of biofuels
 Renewable Transport Fuel Obligation (10% of fuel sold to be biofuel by
2020)
 Support for electric and hydrogen fuel cell vehicle technology
 Variable company car tax based on CO2 emissions
 Vehicle scrappage scheme
‘Out of scope’ measures that could be considered, by the appropriate
organisations, in the future include:
 Include emissions from transport in ‘cap and trade’ schemes e.g. EU
European Trading Scheme and Carbon Reduction Commitment Energy
Efficiency scheme
 Distance based vehicle insurance
 Carbon intensity labelling of goods to encourage purchasing of local
products
 Increase maximum permitted HGV trailer length
 Increasing rail electrification and high speed routes
27
Appendix 5: Partner engagement
Organisation
Discussion to date have
been held with…
Estates Management,
Trading Standards,
Various transport inc
Safety, Parking,
Highways maintenance,
Network management
Climate change officers
group
Climate change members
group
Woking BC on working
group
Main areas with
‘delivery’ role
All areas
Andrew Cross,
‘Innovation and Growth
team N Hants and W
Surrey ‘
Electric vehicles
Alexia Darkis, IESE
David Pryce-Jones,
GOSE
Emissions modeling and
overall approach to
reduction strategies
Surrey Economic
Partnership
Mark Pearson
On working group
Business views
Rural broadband speeds
Electric vehicles
Highways Agency
No direct contact. Views
taken from SCC Safety
Camera Partnership
Manager (Duncan K)
Potential for use of
average speed cameras
as ‘carbon cameras’
instead of ‘safety
cameras’ i.e. use in free
flow conditions.
Rail capacity and service
improvements
SCC
Districts and Boroughs
SEEDA and other
regional orgs
Surrey Police
ATOC / Train operators
No direct contact. Views
taken from SCC
Passenger Transport
Group
Parking
Planning policy
28