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The Eastbourne ECO Action Network in 2021: What was our year like?

As 2021 draws to a close, now is a good time to review the progress of the Eastbourne Eco Action Network.

As 2021 draws to a close, now is a good time to review the progress of the Eastbourne Eco Action Network, which has been very active throughout the year despite all the disruptions caused by the pandemic. Here’s a selection of the highlights as I, Andrew Durling, see them from my perspective as CEO of the Eastbourne Eco Action CIC.

Housing, Energy & Environment

The 2021 Eastbourne Eco Homes webinar was designed and hosted by the Housing and Energy Working Group. Their extensive research helped local residents make their homes much more energy-efficient. 

The Housing & Energy, Research and Transport Groups drafted three Technical Advice Notices (TANs), which were adopted by Eastbourne Borough Council. These rules form a crucial part of the planning guidance for ensuring that developments within Eastbourne are as environmentally sound as possible within current planning law. The TANs cover EV infrastructure, Sustainability in Development, and Biodiversity Net Gain. The Housing & Energy Group have scrutinised the EBC development proposals for the Old Magistrate Court site in Old Orchard Road, and are lobbying for these TANs to be fully incorporated into design schemes. Additionally, the group is actively working with Eastbourne Borough Council and the ECO Action Transport Group to create Low Traffic Neighbourhoods within the town.

The Research Group’s upstream liaison with Eastbourne Borough Council over the Environment Agency’s Pevensey Bay to Eastbourne Coastal Defences Scheme has been a success. Members of the group also collaborate with Ralph Lucas, an Eastbourne resident who is a member of the House of Lords, over biodiversity net gain standards in the Environment Bill and the ecological impacts of Queen’s Green Canopy Project. 

We liaised with councillors and council officers about the development of the Pevensey Bay to Eastbourne Coastal Management Scheme. The Environment Agency has designed the scheme to strengthen the local sea defences so they can cope with the predicted rise in sea levels that climate change will induce by 2100. Without improved sea defences, Eastbourne will become increasingly vulnerable to severe flooding from storm surges.

Sustainability in 2021

The Eastbourne Food Partnership (EFP), some members of which emerged from the EEAN’s Food Working Group and Climate Adaptation Group, became a Community Interest Company in 2021. The change enabled the group to successfully gain its first grant funding to facilitate the development of a sustainable, climate-resilient local food network that can ensure a supply of fresh, healthy, locally produced food distributed equitably to all local residents. 

Furthermore, the EFP is now a member of the national Sustainable Food Places network, and works in close collaboration with 3VA and East Sussex County Council. It has recently been liaising with councillors and council officers about how the Eastbourne Food Partnership, and the EEAN in general, could have some sort of presence within the Food Street project developing in Victoria Place.

Moreover, EEAN wrote vital proposals for ensuring that the Eastbourne Levelling Up Fund (LUF) remains within the purview of the Eastbourne Carbon Neutral 2030 strategy. The Transport Group and CIC submitted a proposal for the delivery of bus priority lanes, to unlock investment in zero carbon buses to reduce pollution supporting modal shift from cars to buses. Given that the LUF aims to increase the number of visitors to Eastbourne by 500,000 per year, a Transport Plan has to be at the heart of the LUF to prevent transport emissions within the town from increasing, and the Transport Working Group has been instrumental in designing that plan throughout 2021.

We have supported the continuing success of Treebourne (which evolved from the Carbon Capture Working Group) and EcoEd2030 (which evolved from the Education Working Group) through administrative support such as draft policy templates, advice on CIC forms, banking services for Treebourne; and an offer of financial grant to help with set up costs. Two CIC directors along with colleagues planted and cared for hundreds of baby trees in the Churchdale Allotment, some 400 of which have been transferred for planting at Tugwell Park.

Social Media & Public Profile in 2021

We have extended our active social media presence with the help of the one paid employee in the EEAN CIC gained under the government’s Kickstart programme. We created a fresh newsletter format using that presence to complete, and publicise, for the first time ever, a detailed survey – prepared by the Kickstart employee with aid from the Transport Working Group – of local people’s opinions about the local bus service, and how it could be improved. This has given a voice to bus users within our community, and we continue to lobby on their behalf. 

Some of the results have been used by East Sussex County Council in compiling its own analysis of local bus services and how to improve them.  This has helped increase our newsletter subscriptions by 47%. This bus survey reached over 12,000 local citizens. Our recent social media posts of Andy Durling’s speech at the COP26 rally in September reached over 6,800 people via organic growth across our social media channels. 

On wider communication, the CIC and other network groups contribute to the Eastbourne Borough Council ECN2030 Newsletter sent to over 10,000 residents; and the CIC and Groups have had articles published in the Eastbourne Herald, stimulating further engagement from the community.

As members of the Eastbourne Cultural Strategy Group and following on from our collaboration with them to facilitate the “Full Frontal” artworks on the empty Debenhams store, we have introduced this group to the possibility of using cultural engagement on the theme of climate change awareness and responses modelled on the excellent work of Creative Carbon Scotland.

We were delighted to work with a local artist and Eastbourne BID in the creation of the ‘You are part of history mural’ located at the junction of York and Grove Road in Eastbourne.

We participated in the march and rally organised by the Eastbourne Climate Coalition on 6 November to coincide with the start of the UN COP26 Climate Summit in Glasgow. I delivered a speech to the rally on behalf of the EEAN, which was later published as a blog on the website. This address had an organic reach in social media of over 6,800, thanks to our Kickstart employee. The EEAN CIC is now collaborating with the Eastbourne Climate Coalition to set up a Climate Hub in Eastbourne.

Eastbourne residents participate in a protest march to recognise COP26

Thank you!

On behalf of all my colleagues in the EEAN CIC, I would like to express my heartfelt thanks and deep gratitude to all the CIC directors, groups and partner organisations within the EEAN for their hard work in the face of the incredible difficulties we’ve all had to deal with in this pandemic year. You are heroes all! I hope you have a very restful and peaceful Christmas and New Year and come back refreshed in 2022 to continue the great work of helping to deal with the greatest challenge of our time: the Climate Emergency.

On a more personal note, I would like to express my heartfelt gratitude and thanks to Miles Berkley, my predecessor as CEO of the EEAN CIC, for his immense contributions to the EEAN and to ecological action generally during his two years in office. His dedication to developing effective collaboration between all partners within the Eastbourne Carbon Neutral 2030 campaign was exceptional and will have a lasting and deep impact.

Happy holidays!

Andrew Durling

Executive Director

20mph speed limit gets trial run on Polegate High Street

East Sussex County Council have consulted the public over plans to make Polegate High Street a 20mph speed limit.

East Sussex County Council have consulted the public over plans to make Polegate High Street a 20mph speed limit, which suggests the Council are using the road as trial to see whether a lower speed limit could make the county’s streets safer and cleaner.

The consultation closed on 26 November. Other suggested improvements for Polegate High Street include better pedestrian access and improved bus stop facilities.

The 20mph speed limit trend

There is a growing trend to make densely populated urban areas more accessible for pedestrians and cyclists. 

The Welsh government already have a head start. In Wales, the current Government is introducing a 20mph speed limit on certain roads across the country.  The change will be trialled in eight communities to gather data about best practice. If the trial is a success, the 20mph speed limit could become the standardised in Wales by 2023.

Why a 20mph speed limit?

The Daily Mail has reported that reducing speed limits from 30 to 20mph can reduce emissions from a typical car by 28%.

Scientists once thought driving at 20mph was less efficient and more polluting than travelling at 30mph.

However, these scientists based their findings on engines ‘cruising’ over a period of time. New research by Skyrad based on ‘stop/start’ traffic tests, suggests that one might find in a town centre that CO2 emissions were 26% lower at 20mph while NOx was 28% lower at 20mph.

This is great news for campaigners who believe urban speed limits keep pedestrians safe and reduce noise pollution.

Speed limits reduce carbon emissions

Skyrad’s graph shows that the mean CO2 produced is a minimum between 15 and 20mph

Researchers tracked the mean CO2 produced at various maximum speed limits for the average family car in an urban area. Finding 20mph was the most viable limit

According to the evidence, if more UK urban areas enforce a 20mph speed limit, carbon emissions will decrease.

Rob King, MBE and founder of ‘20’s Plenty for Us’, praised the research’s findings

He said ‘This research quantifies the effect and shows how reducing maximum speeds can have a significant effect on emissions.’

Speed limits improve air quality 

Skyrad’s second graph shows that a lower speed limit would also improve air quality by reducing the amount of NOx. A combustion engine produces NOx, a harmful pollutant, when it burns fuel.

They also looked at NOx, nitrogen dioxide and monoxide, produced at various speed limits

Speed Limits: The Transport Group view

1] The EEAN transport Group support this project in Polegate and are keen to see other similar projects in the Eastbourne. In response to the consultation, the EEAN Transport Group suggested further improvements to the plan.Install low cost ‘implied’ zebra crossings. These cost less than £1,000 each and do not include a Belisha Beacon, which can take the cost to around £30,000. In Greater Manchester, early trials show that drivers are more likely to give way to pedestrians when an ‘implied’ zebra crossing is in place. The implementation of the ‘implied’ zebra would give more priority to pedestrians, particularly children and older adults. An ‘implied’ zebra crossing would also improve mobility between transport hubs on the High Street.

2] Providing more prominent signage to encourage drivers to turn their engines off while stopped at the Polegate railway crossing.  This would improve air quality for pedestrians and residents. The signage should be extended along the road on both sides of the crossing so that more drivers are aware of the request to turn off their engines. In our experience of walking along the High Street when the crossing is closed, most drivers do not turn off their engines.

David Everson

EEAN Transport Group

COP26: Eastbourne can lead the way for climate action

Eastbourne is a coastal community on the front line of COP26’s big issue – climate change. Our town is facing rising seas and stronger storm surges of a rapidly warming world.

Eastbourne is a coastal community on the front line of COP26’s big issue – climate change. Our town is facing rising seas and stronger storm surges of a rapidly warming world. If carbon emissions keep rising, we will confront an existential threat of flooding from the sea. Eastbourne’s survival as a viable local economy after COP26 depend upon transitioning as fast as possible to a zero carbon society that can adapt to the inevitable and ever more severe impacts of climate change. The moment could not be more urgent. We must transform Eastbourne into a innovative town that will create a new example.

Andrew Durling, Executive Director, and David Everson, Transport Director, make their stand at the COP26 Rally at the Eastbourne seafront on 6 November
(L-R) David Everson, Chair of Transport Group; Andrew Durling, Executive Director; and Paul Humphries make their stand at the COP26 Rally at the Eastbourne seafront on 6 November

After COP26: What must change if Eastbourne is to adapt to climate change

But what exactly does COP26 style climate leadership mean in Eastbourne?Carbon emissions from aviation and road transport are too high and rising too fast. Effective climate leadership is about stopping plans to expand Gatwick airport. It means averting the building of a big new A27 motorway between Lewes & Polegate. Local politicians must lobby for a much improved local bus service that has much cheaper fares. Communities must demand more regular bus services and using dedicated bus lanes throughout town. Our towns must give greater priority to better facilities and access for pedestrians and cyclists.

But most of all, it means ending our obsession with economic growth and refocussing on increasing the quality of life for both people and the planet. As COP26 roundly failed to clarify, growth at any cost is not sustainable and only makes our quality of life worse. Growth at any cost is literally costing the Earth. It’s even costing our health, as our town is literally choking on the poisonous fumes of air pollution, most of it coming from diesel traffic. In Eastbourne, local particulate air pollution is now more than twice the annual maximum limit deemed acceptable by the World Health Organisation.

The Eastbourne COP26 Coalition lead a climate protest march on the Eastbourne promenade.
The Eastbourne COP26 Coalition lead a climate protest march on the Eastbourne promenade.

How Eastbourne’s local communities are taking action against climate change

Many local community groups are outdoing COP26 itself, showing great climate leadership. Volunteers are starting tree planting schemes, setting up community food growing schemes and campaigning to end single-use plastics. Others are developing local community energy projects such as solar farms in Lewes District and in the Cuckmere valley. Projects like these not only make a difference but also help to create a more resilient and sustainable local economy that can help the area not only survive, but thrive, in the face of climate change. They also demonstrate to our political leaders what is possible now and in the future.

Furthermore, all local government policies and projects should contribute meaningfully to delivering a carbon neutral town by 2030. And by all, I mean all. After COP26, every single policy and project must have climate and nature care at its core. So, for example, ‘Levelling Up’ must include levelling up those people in the eastern part of the town most vulnerable to flooding from the sea and most unable to afford the resilience measures needed to adapt to climate change.

Levelling up means nothing without meaningful climate justice for the local people most vulnerable to climate change. And levelling up means nothing if it does not contribute significantly to reducing the town’s carbon emissions, which are not falling fast enough anyway. Eastbourne’s emissions only fell 6.8% in 2019. Emissions have to fall by 12% every year between now and 2030 to meet the town’s fair share of the UK’s commitments under the 2015 UN Climate Accord reached in Paris.

A selection of placards made by the Eastbourne ECO Action Network for the COP26 march.
A selection of placards made by the Eastbourne ECO Action Network for the COP26 march.

Eastbourne Borough Council must do better – but there are still reasons to feel hopeful after COP26

Eastbourne Borough Council’s own emissions are not falling fast enough, regardless of how the council’s spin doctors massage the figures. The Eastbourne ECO Action Network appreciate that the council has big challenges to meet in reducing its own emissions. Indeed, we are working with them to help them meet those challenges. However, as COP26 showed, we need an open and honest debate about those challenges – and not greenwashing.

However, our town has some reasons to feel hopeful. Eastbourne Friends of the Earth is forming a partnership with Cuckmere Valley Transition to set up an annual Green Awards and Fund. This new project will not only recognise outstanding local climate projects, but also distribute grants to scale up their work. We hope to launch the Awards and its associated Fund sometime next year.

The great irony is that all the actions necessary to safeguard our climate future are also actions that create a cleaner, safer and healthier environment for us all. The many co-benefits of climate action are huge. What’s not to like?

Andrew Durling

Executive Director, Eastbourne ECO Action Network CIC

Will Eastbourne get a share of a £3bn bus fund?

We all know that East Sussex County Council hold the future of the Eastbourne bus service in their hands.

We all know that East Sussex County Council hold the future of the Eastbourne bus service in their hands.

A new report indicates that bus usage in the United Kingdom has decreased over the past decade as more people take journeys in their cars. The Annual Bus Statistics Report shows that over half a billion less bus journeys were made per year between 2010 and 2020, a fall of some 11.8 per cent compared to previous decades.

The decline in bus passengers across the country, particularly in England, has caused significant concern among local authorities. In March 2021, the Government announced Bus Back Better, a £3bn fund to help Local Transport Authorities (LTAs) make English bus services more appealing to people who live outside of London.

In June 2021, East Sussex County Council, which is the LTA for Eastbourne, declared the Council would pursue an Enhanced Bus Partnership in partnership with Stagecoach. The Council and Stagecoach must submit a Bus Service Improvement Plan (BSIP) to the Government, who will then choose whether or not to reward the funding to Eastbourne.

Why does Eastbourne need a Bus Service Improvement Plan?

Investing in a better bus service could reduce the rush hour traffic on key Eastbourne routes, such as Lottbridge Drove

One of the Bus Back Better scheme’s aims is to move England towards net zero carbon emissions by 2050. By stimulating the greater use of buses, the hope is that there will be fewer private car journeys. As a result, traffic congestion will decrease, which in turn will cut down the release of harmful greenhouse gases into the earth’s atmosphere.

The next deadline for all LTAs to submit their proposals is the end of October 2021.  East Sussex County Council are required to publish their Bus Service Improvement Plan, which is highly anticipated by many Eastbourne residents.

A large part of the £3bn funding is dedicated to buying zero emission buses. However, East Sussex County Council will only receive funding if their bid is approved. The Government is clear that the funding will be allocated on the basis of the ’overall quality of the BSIP’. If East Sussex County Council submit a poor plan, Eastbourne could receive less funding than expected.

If the bid is successful, what can Eastbourne residents expect to see?

A better bus service is in reach…but only if East Sussex County Council can win over the Government

Because the government funding is spread thin across England, it is likely that local bus services will only receive enough money to make a few minor changes. As for spending the money, East Sussex County Council have several possible options. These “leveling up” plans could include the following:

  • More frequent buses.
  • Bus priority measure to speed up buses (e.g. limiting some road side parking).
  • Lower fares.
  • More comprehensive coverage by bus services.
  • Sections of bus lanes on roads.

What do Eastbourne residents want from a modern bus service?

A fleet of Stagecoach buses waiting for someone to invest in their wheels

Between August and September, the Eastbourne Eco Action Network CIC created a survey to find out what Eastbourne actually wanted from a modern bus service. Almost 300 people responded and their thoughts were inspiring.  The EEAN’s Bus Survey Report is now available to view. We recommend it highly.

David Everson

EEAN Transport Group

Allotments: Eastbourne’s Secret History

To most holidaymakers, Eastbourne is best known as the Sunshine Coast, a seaside resort where grand Victorian hotels and stout Napoleonic forts keep watch over busy shingle beaches. That’s what the tourists come to see, of course. Eastbourne has a secret; the town is home to a thriving culture of allotments dating back to the 19th century.

There are over fourteen separate allotment sites in Eastbourne

How one woman changed Eastbourne forever

In the early 1800s, poverty and hunger were endemic in Sussex. Many parishes dismissed the struggling poor as witless. However, one landowner disagreed. Mary Ann Gilbert was born into a wealthy landowning family in 1776. Despite her comfortable upbringing, Gilbert was an outspoken social reformer who created projects to help the working classes grow their own food instead of depending on relief. 

In 1830, Gilbert began redeveloping land on Beachy Head, hiring 27 paupers to remove waste and cultivate the soil. By 1835, Gilbert’s project had 235 allotment tenants, with over 400 allotment holders by 1844. Gilbert’s experiment reduced poverty in Sussex by almost half. It was an agricultural revolution that laid the groundwork for modern allotment management as we know it today.

Why are Eastbourne’s allotments so popular?

Gilbert died in 1845, but her legacy is still felt all over the town. Eastbourne Allotments & Garden Society, a non-profit organisation, has looked after the town’s fourteen allotment sites for many years. The society currently rent out over 1,200 plots, all of which are in high demand; presently, there are 500 people on a three-year waiting list for a plot.

A beautiful and green sight!
Audio Interview with Louise Elms, allotments manager
Louise Elms, allotments manager, speaks to Aaron Loose about her everyday experience running the Eastbourne allotments group. Listen to her thoughts here.

Sue Dixon, Co-Chair for the Eastbourne Green Party, says the allotments are popular because the routine makes people feel more connected to others. She explains “allotments contribute hugely to wellbeing in terms of exercise and being outdoors of course, but also relaxation and a break from the pressures of the modern world. Everyone speaks of the sense of community.”

Almost everyone on the allotments mentions a profound sense of community. Louise Elms, the allotment manager, says “one of the best things about allotments we get people from all walks of life” The society estimates their diverse membership includes over twenty different nationalities. Many tenants belong to the town’s thriving Portuguese community, and several Syrian refugees also rent out plots.

Elms speaks warmly about how the allotments became a haven for many people during 2020’s gruelling series of COVID-19 lockdowns. “It was amazing for people”, she tells me over the phone. “So many people have told us that the allotments were a lifesaver, because it was the only place they could go and speak to people. It’s great for people, physically and mentally.”

Are Allotments a form of Self-Care?

One notable example of a genuine allotment community is Gather Community Garden, a diverse group of amateur gardeners and seasoned planters who meet weekly at the Churchdale road allotment to chat. Dave Roberts, who serves as Gather’s spokesperson, views their work as a ministry of wellbeing. Gather grew from a church, but their outlook is diverse and inclusive. “It was quite important for us to create the social space that wasn’t totally utilitarian,” Roberts says. “People can join the network, relax, and even take a few potatoes. If people are coming from real anxiety of loneliness, then small group interactions are often the best way to find their way back.” 

The Gather Community Garden overs five plots and is often visited by officers working in the nearby police station

For many, the thought of looking after an allotment feels daunting. It is a big responsibility, but the workload is manageable. According to Elms, the average renter can expect to spend between 5 and 12 hours a week working a basic plot, although their workload may depend on what produce they grow. “If you’re growing a lot of fruits,” Elms says, “you probably require less time than if you’re doing vegetables.  And it’s not just vegetables you can have. You can have chickens and rabbits and bees.”

Allotments are a central pillar of Eastbourne’s rich history, as iconic as the Bandstand and Beachy Head. Working on an allotment is an opportunity to enrich not only nature, but one’s own wellbeing. If you want to know why that’s such a big deal, listen to Dave. “There’s a verse in Jeremiah”, he remarks, “where it says seek the prosperity as a place where you live. Plant gardens. Do good stuff.”

Aaron Loose

Going Electric: new app could help drivers give up petrol for good

Drivers up and down the United Kingdom can explore making the switch to an electric vehicle this World EV day with a new government-backed app. Grant Shapps, the Transport Secretary, set out plans to roll out the app, which is named EV8 Switch, on 9 September. As the UK prepares to host the COP26 climate summit this November, the Government is working with industry leaders to provide the tools and practical advice drivers need to go electric.

A free app called EV8 Switch – backed by £2.7 million of UK Space Agency funding – launched on 13 September. EV8 Switch calculates how much money a UK driver could save by switching to an electric vehicle compared to their current petrol or diesel model. In addition, the app will also estimate the amount of carbon dioxide emissions that would be reduced if the driver changes to an electric vehicle.

Drivers can also see which electric vehicle would be most suitable for them based on their current vehicle and how switching to electric could fit in with their current lifestyle. Users of the app can also see how close their nearest charge points are, and which journeys can be completed without the need to recharge their vehicle en route.

The UK zero emission car market is growing; more models are coming onto the market and one in seven cars sold so far in 2021 were electric. Making the switch from petroleum to electric is not only an exercise in ecological carefulness. It’s also a chance to be a step ahead of the curve.

The Government is also helping drivers across the country with an extension to the £50 million government fund to install electric vehicle chargepoints. The move will see small businesses such as Beds& Breakfasts gain access to the Workplace Charging Scheme, supporting the UK tourism industry and improving access to rural areas. 

The new fund will also see those in leasehold and rented accommodation enjoy the benefits of the Electric Vehicle Homecharge Scheme. The transition could create 40,000 UK jobs by 2030,encouraging people to make the switch in areas where charging provision is currently limited and challenging to secure. ​ 

To learn more and to download EV8 Switch, visit the app’s official website.

Are we Solving Eastbourne’s Transport Crisis?

Derrick Coffee writes to the Eastbourne Herald and explains the dangers of ignoring Eastbourne’s transport crisis

Derrick Coffee, County Officer for Transport Futures East Sussex, has written an open letter to Eastbourne Herald, explaining the dangers of ignoring Eastbourne’s developing transport crisis – and what we can do to fix it.

Dear Editor,

Lots of transport issues and some opportunities are discussed in your edition of 20th August. These topics included the Bus Service Improvement Plan, five proposed cycle routes, ‘paid for parking’, and £250,000 funding for ‘traffic signal controlled junctions’.

With the transport sector being the largest emitter of carbon in the UK, and the international Climate Change ‘Conference of the Parties’ (COP26) only weeks away, all of the topics mentioned should have a part to play in securing measures to bring UK carbon emissions down. If successful, the biggest winners will be all children – and babies born after any successful commitments coming out of the COP26 gathering: but, we’ll all be winners!

Planning for Better Buses

A young Black woman sits in a bus, wearing a mask.

First, the buses. The Government’s own advisers warn against the simple notion that swapping petrol and diesel for electric vehicles is the answer. Congestion, casualties, sprawling ‘land hungry’ car based developments, ugly streets, habitat destruction and unhealthy inactive lifestyles would continue. Eastbourne and Wealden councils should collaborate on creating more forward-thinking solutions.

If successful, the biggest winners will be all children

Competition between richer nations for precious resources in vehicle and battery manufacture will cause conflict and environmental degradation. The  answers have to include shared transport, active travel and efficient and well designed urban development. (Current developments don’t have those characteristics!).

Shared transport means buses, trains and car clubs. The BSIP should include a whole range of incentives to increase bus usage including expanded services and new routes. Above all, the buses need priority measures such as bus lanes to speed up services and beat congestion. These already remove thousands of cars daily from the A259 through Peacehaven.

Transport Futures: Safe Cycle Routes

Cycling routes offer a solution to transport problems, but only if the routes are kept safe.

Cycle routes – yes please. But these must be measured against their ability to allow children to cycle to school and for the rest of us to access our daily needs. The 5 routes will help but more routes are needed with default 20mph limits in residential areas and on some sections of main roads.

However, without speed restrictions, parents will not allow their children to cycle. Frequent poor and threatening driving styles depress levels of cycling and walking, and must be eliminated. Acoustic cameras should be installed to remove aggressive and illegally loud vehicles. Furthermore, walking routes are also crucial and flared junctions should be narrowed, roundabouts redesigned to reduce entry/exit speeds, and pedestrian/cycle priority across junctions in residential areas should be adopted town wide. 

The Real Cost of Free Parking in the Transport Debate

Free parking may seem like a great idea, but the policy can cause increased pollution and congestion.

Parking? Too much cheap or free parking causes congestion and makes all other more sustainable forms of transport unpleasant or inefficient. Politicians love to promise freedom to park anywhere for free but they all know it will lead to gridlock. It’s not a very inefficient use of the precious resource: land. No-one wants more traffic. The £250,000 for ‘signal controlled junctions’ could be used to speed up the buses and to give pedestrians and cyclists priority. Prioritising sustainable transport locally is also shown to reduce longer car journeys, reducing the need for damaging road projects such as an off-line A27.

Leaders at all levels of government should be loudly proclaiming support for the objectives of COP26 (reducing carbon emissions; restoring habitats and increasing biodiversity) and measures to deliver them. The Herald could publish articles featuring transport and planning proposals and rate them out of 10 for eco friendliness!

Did this article interest you? Find out more about Eastbourne transport issues by joining our Transport Group!

Derrick Coffee

County Officer, Transport Futures East Sussex

Images: PA Media & Pxhere

Environment is a low priority for commuters

People do not consider the environment when making travel plans, according to a new study published by Decarbonising Transport Deliberative Research.

When commuters choose between travelling by car or a more eco-friendly alternative, they do not consider the environmental impacts of their decision. Instead, people are likely to choose whichever vehicle they are most comfortable using.

For example, people who drive to work are also likely to drive to attend hospital appointments, take part in leisure activities, and to see family and friends. They choose to travel by car because driving is a habit. It is rare for a habitual driver to use a bus or a train.

The research shows a clear hierarchy in making travel choices, with habit being the most significant. People also preferred transport modes with shorter travel times and higher reliability. The remaining key factors are summarised here.

  • Flexibility: several respondents preferred having immediate access to transport, instead of waiting for a bus to become available. 
  • Family Friendly: people want the ability to carry luggage, entertain children, and have easier access to toilets.
  • Convenience: people preferred ‘door to door’ modes of transport with a minimal interchange between different transport types.
  • Least Important Factors: comfort, hygiene, and personal safety were not considered as important.

Cost was also a key factor. Although car owners were satisfied with their vehicle’s low ‘on the day costs’, they did not consider the ongoing financial commitment of owning and maintaining a car.

It is clear that the behavioural change required to increase the use of public transport and reduce greenhouse gas emissions will not be easily won.

David Everson

EEAN Transport Group

Image credits: PA Media & Clive G

Are you ready for the big E10 Petrol change?

During this summer of 2021, a more eco-friendly fuel will be introduced to UK roads – and it’s a big deal.

During this summer of 2021, a more eco-friendly fuel will be introduced to UK roads – and it’s a big deal.

The standard petrol grade in the UK, currently E5, will change up to E10. It might not sound important to you now, but the E10 switch is a crucial step towards saving our planet. The new change comes after the UK Government took action to achieve net-zero emissions by banning the sale of petrol and diesel cars by 2030.

What is E10 Petrol?

What makes E10 petrol different? Well, to put it simply, E10 petrol contains up to 10% ethanol mixed into the normal petrol. Ethanol is a type of alcohol – the very same that adds flavour to your small glass of beer – and is produced by fermenting plant matter. The current petrol, E5 contains 5% ethanol. The remaining 95% is regular petrol. This is why we call it E5 Petrol!

Why introduce E10 Petrol?

At this point, you may think – so what? However, switching to E10 Petrol is actually a very good idea indeed.

The extra ethanol added to the petrol is a renewable biofuel and so will help us reduce the amount of carbon dioxide emissions from burning fossil fuels in our car engines. It is possible to run cars entirely on pure ethanol – Brazil was one of the first countries to mass-produce ethanol biofuels, in fact.

The Government hopes that by introducing E10, CO2 emissions will be reduced by up to 750,000 tonnes per year. That’s the same as removing 350,000 cars from our roads!

Will your car be compatible?

You might be worrying about whether or not your own car will be able to run on E10 petrol. Don’t fret! Most petrol vehicles on the road today are fully compatible with E10 petrol.

However, if you own a vehicle or motorcycle which was made before 2011 you will need to check if your vehicle will run on E10. You can find out by visiting the Government’s website.

If your car or motorcycle is not compatible with E10, then E5 will still be available in the ‘super’ grade, which will remain in some filling stations.

Is E10 really that eco-friendly?

There are, unfortunately, some disadvantages. The introduction of E10 will have little effect on air quality issues and drivers may find that their fuel consumption goes up very slightly.

These changes do not apply to diesel fuel. In fact, diesel vehicles currently use B7, which indicates that the fuel contains 7% biodiesel, from renewable sources.

In the end, the very best way to reduce your carbon emissions from transport is to walk, cycle, use public transport or have an electric car that is charged using renewable energy.

David Everson

EEAN Transport Group

Photo credit: Pexel, Pixabay

Electric Vehicle Charging

Currently, most of us are used to buying fuel in litres and we understand range and miles per gallon (mpg). Mainly it is about making sure we do not put the wrong fuel in and finding a petrol station for a top-up. So what are the differences with an EV?

Following the 2030 ban of new sales of diesel and petrol cars would you consider moving over to an electric vehicle (EV)?

Currently, most of us are used to buying fuel in litres and we understand range and miles per gallon (mpg). Mainly it is about making sure we do not put the wrong fuel in and finding a petrol station for a top-up. So what are the differences with an EV?

Research shows that there is a range anxiety with EVs and a lack of knowledge about how to charge them. This blog does not go into too much detail. It is just to get over the basics.

Factors to consider

EV charging comes in both AC (typically lower power and slower) and DC (typically higher power and faster). Plus there are a variety of different cable standards. 

EV cable standards

You also have to consider the following:

  • How large is the car battery? This is vehicle specific and will tend to be larger in bigger cars;
  • How long will it take to charge? This is determined by the charging technology and the design features of the car;
  • Can I just charge at home? This depends on how long the trips are and so may require charging en route. Plus do you have off-road parking?

Perhaps the guideline to remember is the power in kW of the charge point and is directly equivalent to the range added (in miles) per 20 minutes of charging. So as an example using a 7kW point, 1 hour will add around 21 miles (7×3)  range to the battery. Likewise using 50kW would add 150 miles range in an hour. However, the average range will be extended by up to 20% by passengers/load, regenerative braking, and economical driving.

Charge Points

There is a number of different types of the charge points, and here are some from the Eastbourne area:

  • 50KW DC- Rapid Charging
  • 7kW AC – Supermarket
  • 7kW AC – Home

Now lets us look at this typical EV that has these ratings 22kW AC and 50kW DC.

  • 3pin socket at home probably only transfers 3.7kW. Though the car could accept 22kW
  • Standard chargepoint at home has an AC of 7kW even though rated at 22kW
  • Fast charger – triple phase AC 22kW
  • Rapid Charge – DC 50kW

Questions to Ask

Q1 Can all EVs accept all AC powers? – Typically Battery EVs charge at 7 kW AC whilst currently most Hybrid EVs with smaller batteries are limited to 3.7 kW AC.

Q2 Can all EVs accept all  DC powers? – The maximum charging power will depend on the vehicle’s battery management system.  Need to check the car specification.

Q3 Do all EVs have AC and DC charging?  – All EVs have an onboard charger and should be able to convert power from AC. However, some older model cut corners and did not provide  DC charging. 

Q4 What happens if the vehicle charging limit is lower than the ChargePoint power? – The charging power will be reduced as required.

Q5 Will I always get the charging power advertised? – No, sometimes it will be less, especially where all the points are in use.

Finally, where are these charge points? Possibly the best resource is ZapMap. It provides locations and types of chargers. Tells you which payment network you would need to be on. Because there are different connectors between the EU/UK and Japan, it is worth looking at a car you might be interested in and refer to the specifications of the charge points and cables you can use. 

There are other maps, provided by other organisations, but they work in a similar way. For each site, there is a review and the current information if it is in use.

Charge point review

In conclusion, with a bit of research, there is no need for anxiety. The EVs are becoming increasingly popular, and therefore using them is becoming considerably easier.

Paul Humphreys

EEAN Transport Group

Photo credit: Getty Images

What about e-scooters?

The sale of E-scooters is gradually increasing and over the summer it is possible that their popularity will increase even more. There are extensive trials of rental E-scooters taking place across England to assess their suitability for use in towns and cities. The E-scooter is classified as a PLEV, Personal Light Electric Vehicle, a type of motor vehicle.

There are some issues that need to be considered when thinking about the use of E-scooters.

Some rules about E–Scooters

  • E-scooters can be hired in one of the 30 or so permitted towns or cities in England such as Tees Valley, Liverpool, Nottingham and Slough. The number of towns permitting their use is gradually increasing.
  • The E-scooter must have an MOT and be road taxed, the rental company arrange this.
  • To drive an E-scooter you need to have a provisional driving licence as a minimum and be 18 years old.
  • In trial areas they can only be used on the roads (not motorway) and on cycle lanes.
  • They cannot be used on the pavement
  • Privately owned E-scooters (those not hired) cannot be used on the road or the pavement and can only be used on private land with the land owner’s permission.

Safety

  • The E-scooter has a speed limit of 15.5 mph.
  • Only one person may use the hired E-scooter
  • The rider does not need to wear a crash helmet, although they are recommended.
  • In Newcastle, their use has been stopped between 11 p.m and 5 a.m. because of a number of drink driving offences associated with them.
  • There have been concerns where riders have been riding on the pavement where the young, those with poor mobility, eyesight or hearing can be at risk of injury.

Pros

  • As they use electric motors, their use in town centres should improve air quality.
  • Their use could reduce congestion in town centres if people use them instead of cars.
  • Their use could reduce noise pollution in town centres.
  • Their use could reduce CO2 emissions and so help tackle climate change if the energy used for charging is renewable.
  • By allocating road space to scooters and bicycles this could make town centres a more pleasant environment for people to use.
  • If scooter hire is available at transport hubs, such as railway/bus stations, then this may encourage travellers to leave their cars at home and use e-scooters for the last miles to their destination.

Cons

  • At the end of a journey, the scooter is often just left on the pavement causing an obstruction.
  • The rental company that collect the scooters after use often use fossil fuel vehicles, which can cause air pollution and CO2 emissions.
  • The life of a scooter is quite short, 1 to 2 years, which means many have to be repeatedly made and recycled. This process creates CO2.
  • The electricity used to charge them may well not be produced by renewable supplies so their use can contribute to greenhouse gas emissions.
  • People may prefer to use e-scooters to walking, cycling and using public transport.
  • The E-scooter could have a detrimental effect on taxi use.

David Everson

EEAN Transport Group

Photo credit: Dirk Vorderstraße

Improving Your Campaigning Through Education

Do you sometimes feel that you need to know more about the eco subject you are most interested in? Perhaps you want to convince friends, those on social media or climate change sceptics, and you need more information at your fingertips.

Do you sometimes feel that you need to know more about the eco subject you are most interested in? Perhaps you want to convince friends, those on social media or climate change sceptics, and you need more information at your fingertips.

So one of the advantages of Covid-19, especially in these cold wet months, is the availability of some excellent free online university courses. The universities are producing short 10-20 hours’ courses, possibly, amongst other reasons, to encourage people to enrol onto their degree courses. The content is probably taken from their existing courses but adapted for a wider audience.

So two portals you could use:

  • FutureLearn offers links to the courses by many world-leading universities;
  • OpenLearn – free courses from the Open University.

Currently, on these two websites alone, there are at least 9 courses that cover ecology, urban planning, climate change and food production. Please bear in mind that some courses are time-limited and can be withdrawn after a period of time.

You are encouraged to interact with other students and find out about solutions you may not have thought about.  So let us take the example of transport planning to show how these courses can help strengthen your position. Locally the emphasis is on the current ‘traffic mix’, which in Eastbourne is centred around the car. The planners are fully aware that continuing with this model will only lead to future congestion. A course on urban planning and transport can make you aware of the alternative planning techniques such as backcasting or Avoid-Shift-Improve – approaches used across Europe that fundamentally change the thinking around mobility and accessibility.  The kinds of change we need here. Without this knowledge, we can be easily persuaded that increasing the number of cars in our region is the only option.

If we are interested in Eastbourne meeting its carbon reduction target 2030, we need to make sure we grow our knowledge and understanding of the possible changes we might campaign on.

Paul Humphreys

Bespoke & Cycle East Sussex, EEAN Transport Group

Image: Vlada Karpovich, Pexel

This Summer – Food Project with Ambition

Nutrition, hydration and sleep are the cornerstone foundations to our health and well-being. They are the building blocks with which everything in life works from. Without them, a human being cannot thrive. Yet the principles such as ‘food as medicine’, the importance of microbiome and gut health are topics that are not well understood by most people.

The problems connected to poor nutrition are global, but perhaps the most urgent need is to help people below the poverty line to nourish themselves and their children. All those who through no lack of worth ethic find themselves one of this year’s many first-time food bank users, asking ‘Do I pay my rent, or feed myself’, all those parents going hungry to feed their children.

One Potential Solution

This Summer sparked an idea. Inspired by my own gut health awakening, the works of anti-hunger activist Jack Monroe, working on recruitment for the Trussell Trust, John Vincent and Henry Dimbleby’s imaginative 2013 UK School Food Plan and nursing my own mother’s poor gut health, I began putting together a project. A new UK School Food Foundation. A public private partnership that would ease the burden on the government with free school meals, raising private capital, and working collaboratively with the government on the matter to fix policy and curriculums. Bring in venture capitalists and businessmen to the SMT and run it with their mindset and efficiencies. A pipe dream of course, but one that might get me into working in an area about which I was increasingly passionate.

So I made case studies of my two previous schools and reached out to national private catering company bosses to understand the situation seven years after the school food plan. Talking to my old schools it was obvious just how far we’ve come, but there was of course still room to improve. The main feedback was that the food and nutrition-based standards introduced in 2014 are still not policed in practice, Ofsted has to enforce them, schools make ‘tweaks’ at their own discretion and vulnerable children, in particular, are still unaware of the consequences of bad food choices.

Why is this necessary?

And that fact is hardly surprising because where would they get that information from? When even the comfortable families are more overworked and disconnected than ever before – parents work all hours, children out – we’re not teaching younger generations how to cook. How many of us went off unprepared to university and came out with pancreatitis, IBS, or ulcerative colitis? Even GPs have little training on food as medicine and are more likely to question alcoholism and prescribe drugs than any considered analysis of diet. Surely this would go a huge way to reducing the crippling burden on the NHS?

School wise, we’ve heard a lot about the introduction of compulsory cooking classes for all students up to the age of Key Stage 3. Just talking to my two old schools they seem to be doing brilliantly with state of the art facilities and really attractive lesson plans. But they’re the good end of the scale and those cooking classes are still once a fortnight for year nines. GCSE cooking is more about comparisons between different types of food packaging than it is about cooking skills.

Having lived across the continent as a languages student in France, Germany and Russia, it’s clear we’re a laughing stock internationally. Before lockdown forced us to take up home cooking, we spent a smaller proportion of our income on meals at home than any other European country. We tend to rush our meals, spending almost half as much time eating as the French. We eat out more, cook less, and are much keener on ready meals. (Our household spend on pre-cooked food is 28% higher than in France, 64% higher than Spain, 101% higher than Germany and a whopping 178% higher than Italy.) When I wanted to cure my mother’s gut health at the start of the Summer it was the Polish section I turned to in the supermarket as well as the best of Gousto’s anti-inflammatory range (fish, vegan and vegetarian meals). Eastern Europeans are champions of seasonality and fermented foods, the friendly bacteria that we all need to fill ourselves with in order to boost our immune systems and fight disease. Their biggest well-kept secret within that is Kefir, cultured milk which repaired my misused gut many times whilst living away from home. It’s now a regular in well-stocked shops here thanks to Eastern European immigration.

So how did we fall so far behind everyone else?

The History of Free School Meals

As far as school food culture is concerned the story goes back probably to the end of the 19th century.

After the introduction of compulsory education in the 1870s, the city of Manchester became the first to feed impoverished students. In 1906 the Education Bill attempted to combat the shocking state of national and infant health and placed the responsibility under the remit of local authorities. Unfortunately, despite multiple worrying reports compliance remained low until 1944, when laws were passed to ensure all children had access to free nutritious meals. Free milk burst onto the scene two years later. School children over the next two decades are widely believed to be the best nourished of the twentieth century.

Policy first turned against state involvement in 1968 when the Conservative government withdrew free school milk from all secondary schools. Margaret Thatcher launched her infamous extension of this scheme for the over sevens in 1971 followed by the Competitive Tendering Act in 1980. The responsibility of the government was, as they considered, to provide the parts parents could not, the buildings and books. Not the peripheral services. The move towards parental and consumer choice was predictably accompanied by a move towards meals that were cheap rather than nutritious and the rise of powerful food and drink companies.

Worse was to come. The 1986 Social Security Act cut the numbers of children who were eligible for free school meals at a time when unemployment and inflation were rising. Aggressive advertising of unhealthy foods continued. This changing food pattern, towards fatty, sugary, and highly processed foods – has become known as the “nutrition transition”.

It was not until April 2001 that school meals were again called to adhere to standards. But by this time the impact of so many years of aggressive low cost food advertising had taken its toll.

Then came the establishment of the Food Standards Agency in 2000 to promote healthy eating practices. This was bolstered by new regulations on healthy food in schools, in part as a response to a campaign by celebrity chef Jamie Oliver.

But fewer children were entitled to free school meals, while unhealthy food was cheaper and more readily available than ever before. Fast forward to the present day and fast food after ten years of austerity the extent and causes of child poverty are, according to some commentators, remarkably similar to those at the start of the twentieth century. Enter Marcus Rashford’s much-needed campaign.

So that’s how we got here.

Results of that Decline

The resulting crisis in our habits has arguably now led us to the staggering number of obesity-related covid deaths. It’s also worth noting that lots of them will have absolutely nothing to do with wealth and being too well-fed, but rather due to poverty and food insecurity and malnutrition.

There is a lot to say about the hidden scale of poverty in the UK today, but probably something that more people are confronting post Brexit. The one point I would like to raise awareness of from a nourishment perspective is the emergence of food swamps inside already barren food deserts.

More than a million people in the UK live in so-called “food deserts” – neighbourhoods where poverty, poor public transport and a dearth of big supermarkets severely limit access to affordable fresh fruit and vegetables, a study has claimed. Nearly one in 10 of the country’s most economically deprived areas are food deserts, it says – typically large out-of-town housing estates and deprived inner-city wards served by a handful of small, relatively expensive corner shops.

Public health experts are concerned that these neighbourhoods – which are often also “food swamps” with high densities of fast-food outlets – are helping to fuel a rise in diet-related conditions, as well as driving food insecurity.

The most deprived areas include Marfleet in Hull, Hartcliffe in Bristol, Hattersley in Greater Manchester, Everton in Liverpool and Sparkbrook in Birmingham. Eight of Scotland’s 10 most deprived food deserts are in Glasgow, and three of Wales’s nine worst are in Cardiff. The question I’d love to investigate is what is food education and school canteens like in these deserts? Disadvantaged kids will have to fight twice as hard as it is in life to break into better education, be accepted, taken seriously and paid the same in top tier firms. Can we not at least ensure the foundations for social mobility are secure?

Pitch to the Sector

So, to come back to my project. Having made case studies of my schools and spoken to catering company bosses I began putting together a presentation. One catering company I had reached out to offered to discuss the idea to see if they could help push it forwards.

My argument was that the scandal in free school meals comes amidst a much wider crisis in our food system, exacerbated by growing levels of poverty. And the issues loom like a perfect storm over the heads of the most vulnerable facing Brexit. There were seven key problems, as I saw it, which could be alleviated by the Foundation and more hard-hitting education. Yes we’ve had plenty of healthy eating campaigns, but the information definitely hasn’t reached many in my corner of rural Northamptonshire and I suspect that’s the same in many places outside the wealthy home counties.

The issues were:

  1. Rising inequality where people at the bottom have less money to feed themselves
  2. Poor public understanding of basic food education and good gut health.
  3. The school food system is overcrowded, fragmented and heavily subsidised.
  4. Obesity and eating extremes are at their highest ever levels ever, placing a crippling burden on the NHS.
  5. Agriculture and food production in this country are unsustainable. Yes, we will adapt, but not with a heavy toll on the most vulnerable.
  6. Needlessly high levels of food waste
  7. Disjointed political will and accountability. No one government department takes responsibility for hunger or free school meals

At the start of the Summer I wanted to fight them all, to set up a body like Nutrition England which would offer education outreach to schools, businesses, hospitals, prisons, and charities. How many of us know we actually have control to reduce anxiety, slow down ageing and fight the big avoidable killers linked to chronic gut inflammation: arthritis, dementia, cancer, autoimmune disease? But the problem seemed too broad, many people in the most need don’t have cooking facilities and education will probably only scratch the surface. The Food Standards Agency of course does a lot of good work already. So my thinking evolved and it seemed clear that schools were one environment we could control, influence and fund, irrespective of division in social classes.

So, in the middle of November I pitched my plan to the senior management of one wholesale company and the feedback was that’s it a very worthy idea, the link between mental health and gut health is definitely under-reported, but the business case still wasn’t there. There was still nothing to differentiate the Foundation from all the other well meaning outlets in the over crowded school meal industry. Holiday hunger is by far the most burning issue to solve.

Conclusion

Ultimately most of my best intentions to launch a nation-wide food revolution and fund a nutritious safety net for all school children have already been implemented and gone full circle in the course of the twentieth century.  But as well as getting into the sector to work on the business case, I hate to give up especially when there is such momentum. What else can we do differently this time? How do we engage four-year-olds to care about nutrition? How do we police standards? How to create national leadership on the issue? Were my pipe dream ever to materialise I’d love to make cooking as important as Maths and English, for all schools to have an in-house nutritionist and push for a Minister to be responsible for the new UK School Food Foundation. That would underline just how important the task is and ensure policy never again fell victim to changes in administration. Boris’ u-turn provides vulnerable children with an extension of the holiday activities and food programme until Christmas next year. There’s also work to be done around extending the scheme to all children whose parents are in receipt of universal credit.

So if any more seasoned business people reading this have ideas on how to solve the problem and impose structure in the fragmented school meal industry, I would love to hear from them. The need is there and the momentum is clear to see from the countless local councils and businesses which stepped up to feed children over October half term: Nestle UK & Ireland, Burberry, Frankie & Benny’s, the University of Reading, Queen Mary in London, Kensington & Chelsea Borough Council, TESCO, COOP, Manchester United, the UEFA Foundation.

Rebecca Emerick

Guest blogger

Rebecca Emerick is an independent campaigner. Her background has been in executive search working on high profile headhunts for the UK not-for-profit and creative industries. She developed the idea of This Summer inspired by her own gut health awakening, the works of anti-hunger activist Jack Monroe, working on recruitment for the Trussell Trust, John Vincent and Henry Dimbleby’s imaginative 2013 UK School Food Plan, nursing her own mother’s poor gut health and then Marcus Rashford’s campaign.

Watch “Leave It To Us”

We have made this film to raise awareness of Eastbourne’s pollution and transport issues. It was created to show people what I have been up to over this year and how COVID actually helped me to an advantage. I worked with the Eastbourne-based creator Tilly Corbett to get this documentary created to show my journey and how difficult it was.

This was an extremely important topic to me as I am extremely passionate about the environment and I want more young people to follow my footsteps and create change by closing a street outside of their own school to improve air quality.

Tom Nevill

EEAN Transport Group

Do figures tell the whole truth?

A small amount of research on the internet will provide a considerable amount of data on the Greenhouse Gas (GHG) emissions for various modes of transport. The main GHGs are Carbon Dioxide and Methane that cause heating of the Earth’s atmosphere by absorbing the Sun’s energy. The source of much of the Carbon Dioxide is from burning fossil fuels to power various modes of transport.

Source of GHG% of national output
Transport28%
Energy production23%
Business18%
Residential15%
DfT 2018 Transport statistics GB 2018

As transport is the largest contributor to GHGs, it is important for us to have an idea of the amount of GHGs we are emitting on our journeys so we can make judgments about the best ways to travel.

Do electric cars really have zero emissions?

Information provided by the Energy Saving Trust gives an indication of the GHG emissions produced per passenger on a journey from London to Edinburgh (2018) by different modes of transport.

Mode of transportKg of CO2  / passengerg of CO2 /passenger km
Plane144Kg222g
Car117Kg180g
Train (average Diesel/Electric)29Kg45g
Electric car0Kg0g
Energy Saving Trust

The information above relates only to the fuel consumed during such a journey. Do electric cars really have zero emissions? No consideration has been given to the GHGs generated in producing and disposing of the vehicles, transportation to the customer, the manufacture of tyres and maintenance of the vehicle and maintenance of roads etc. Obviously, trying to undertake such calculations is complex and subject to some educated guesswork. However, some people are trying to do this in order to give a full account of the GHGs associated with each mode of transport.

 The chart below shows one attempt to do this:

This suggests that electric vehicles do have a carbon footprint (92g/ passenger Km) and that that footprint is about half that of a conventional car (200g/passenger Km).

The production and disposal of electric cars is less environmentally friendly than those with an internal combustion engine. Also the level of emissions from electric cars can vary depending on how their electricity is produced. If the electricity was from a fossil fuel power station the emissions would be greater than if the energy was from renewable sources.

It would appear that that electric cars have about half the carbon footprint over their lifetime as conventional cars, it is certainly not zero.

Finally, does walking really have a zero carbon footprint? What about the manufacture and transportation of the shoes and all the snacks consumed whilst walking?

David Everson

EEAN Transport Group

One Small Step Toward Big Change

By now we are all versed in the evils of single-use plastic products and their impact on the environment, yet not enough is being done to tackle this issue. Like many, I am disheartened when I walk into a supermarket and see shelves lined with plastic packaging. It’s a big problem, which is why it might seem counterintuitive when I ask you to turn your attention to one small segment of this big problem: packaging of citrus fruits in polypropylene mesh bags. 

Hear me out.

Polypropylene mesh bags are harmful for the environment and for wildlife. Polypropylene is a plastic that has a high rate of degradation when exposed to UV light, leading to the release of dangerous microplastics in our land and oceans. Additionally, prior to and during degradation, these bags are hazardous to wildlife which can become tangled and trapped in their mesh. They also often contain one or more mouldy fruits, leading to both customer dissatisfaction and to increased food waste.

The practice of packaging citrus fruits is completely unnecessary. Citrus fruits have a sturdy rind that makes them ideal for selling and storing loose. There would be no need for a supermarket to invest in more expensive biodegradable packaging as a replacement for the mesh bags, as the fruits could instead be sold individually.   

I am therefore campaigning Morrisons Supermarkets to stop packaging their citrus fruits in polypropylene mesh bags and to sell them loose instead.

While this might seem like a small goal, Morrisons is the fourth largest supermarket chain in the UK with 494 stores in the country. Imagine the impact if 494 stores ceased using these bags to package their lemons, limes, and oranges, and instead sold them loose – it adds up.

Many people have asked why this campaign does not target all supermarkets and all of their produce packaging. I believe that by targeting one supermarket and one unsustainable practice, we are more likely to affect change than asking for a sweeping change across the entire industry. Once we have achieved this one small change, we can use it to leverage Morrisons and other supermarkets to further improve their sustainable practices.

I hope that you will consider joining me by signing the petition and sharing it with your friends, family, and networks in the UK. Together we can achieve this change for the planet and all her creatures.

Sign the Petition

Amber Erwin

Northampton

A message from the guest blogger:

This campaign started two weeks ago when I was doing the shopping at my local Morrisons in Northampton. My usual frustration at seeing the amount of plastic packaging tipped into action when I reflected on how unnecessary it is to package citrus fruits. I went home and began developing a plan of action, starting with this petition.

Although I don’t live in Eastbourne, I am so inspired by the strides made toward carbon neutrality and the community effort that has gone into bringing about change. I believe that it’s exactly the type of effort needed to make this campaign a success. I hope that everyone will spend the 2 minutes it takes to sign and share!

Are Consultations Blocking Progress?

I think everyone is aware that traffic levels appear higher than last year and with all the new housing this will only get worse. At the same time, Eastbourne is committed to a shift towards more walking, cycling and bus journeys. So why is this change not happening?

ESCC Hailsham to Eastbourne Sustainability Corridor

It has been increasingly apparent that consultations and public engagement can result in no change at all.  You may think they are the best example of the democratic decision on the local matters but let us look at the evidence. There are more car users than any other group and many of them will want what they already have. The share of car trips has gone up by 40% since 1981 whilst bus and cycle trips have more than halved.

One of the key reasons that progress is not being made is that even with Covid-19, there is built-in inertia. The car-centric view is simply entrenched across all of East Sussex. So out of all the county’s funded Covid-19 schemes only 2 pedestrian schemes were built. Locally in Eastbourne, everything was eventually dropped “following public consultation”.

Eastbourne Draft Local Plan

There are probably four ways that consultations can be used to reinforce the status quo:

1) Only some key stakeholders are consulted

2) The questions are adapted to fit the agenda

3) The comments are simply counted as for and against.

4) Weightings are used to prioritise certain groups

The Government has said that they want to double cycling numbers by 2025, link future transport funding to current performance and set higher design standards. So for routes, away from the roads, such as Horsey Sewer or Shinewater it is possible to build reasonable shared paths. However, because space is limited in town, and cycling is marginal, either the routes are removed – such as around Terminus Road – or designed to make the least change to the road layout. Currently, there is no cycle route in Eastbourne town centre of sufficient quality to appear on either Google maps or Cyclestreets.

The same issue is true for buses. One of the reasons that there is no local Quality Bus Partnership, which would mean better and greener buses, might be that the road network would need to be re-allocated in favour of buses. That would once again face some resistance through a consultation process. There are indeed some bus lanes being added on the route from Polegate to Eastbourne but they are short and may not make enough difference to get the bus companies to invest.

With the County Council elections coming up,  now is the time to question the candidates. Do not ask if they are in favour of cycling or bus lanes, as nearly everyone says yes. Instead, ask about a specific route that you want and where there are consequences and hard choices to be made.

Paul Humphreys

Bespoke & Cycle East Sussex

Photo: Eastbourne Bespoke cycling group 

Are Local Traffic Neighbourhoods Possible in Eastbourne?

Perhaps the most contentious debate in transport, at the moment, is Local Traffic Neighbourhoods (LTNs). They are a hot topic across the UK, especially in London, and even more so during Covid-19.

Perhaps the most contentious debate in transport at the moment is Local Traffic Neighbourhoods (LTNs). They are a hot topic across the UK, especially in London, and even more so during Covid-19. LTNs are usually a relatively cheap and quick way to change the dynamics of the streets in an area. During Covid-19 they are being funded by the Government as emergency measures to provide safer walking and cycling whilst discouraging car use as public transport is operating with limited capacity apart from school buses.  LTNs are linked to the wider ideas of 15-minutes cities and 20-minute neighbourhoods.  Where most things people need are nearby and so there is less need for a car. This builds up the idea of community and increases residents’ exercise which reduces chronic illness in future years.

LTNs are areas where most through traffic has been removed from local residential streets. This might involve barriers, bollards, planters or other street furniture that blocks the roads for through traffic, whilst allowing pedestrians and cyclists. Often there are solutions using keys or barriers that allow emergency vehicles and buses access. If you are interested, Waltham Forest is a multi-award winner with various LTNs. There although most people are in favour there is a smaller vociferous group against. Just take a look at Social Media to follow the conversation. 

So why is the subject so contentious.

  1. Some opponents believe that they should be allowed to drive in any street to complete their journey in the shortest time. They do not agree with the phrase rat running where traffic will use residential roads when main roads are blocked. This is a problem that will grow with more congestion in Eastbourne.
  2. Opponents believe there is a fixed amount of traffic and if you prevent through traffic in LTNs, it will simply get to the main roads. However, supporters will say how LTNs often show that after a while residents have 20% fewer cars, 20% fewer trips and 20% less time in the car. Since cars are the least efficient use of road space when driven or parked this is a big saving.  This 20% saving can also be partly linked to other initiatives such as safer cycling routes or more local shops in the pedestrianised streets.
  3. Opponents say that where there are Residential Main Roads (RMRs) the pollution and congestion will be worse. These roads often have the poorest housing, so these residents are then further disadvantaged. However, evidence from London shows that within LTNs are large blocks of social housing so it is not always so clear cut. Opponents make the point that in LTNs, if these streets are now more pleasant, they will be gentrified and the working classes will be squeezed out. This would be much less of an issue in Eastbourne.
  4. Within any LTN there is often an increase in cycling and children walking to school as the risk from injury from motor vehicles is reduced. Where school streets are closed then some parents who drive and want to drop off their children are frustrated from doing so.

So what could this mean in Eastbourne?  Normally these could be implemented in the more deprived areas. So for example the area around Seaside, St Philips Avenue, and St Anthony’s is a matrix of streets that can be used as rat runs.  One simple improvement would be 20mph zones but so would modal filters, such as signs and bollards, that limit access by certain modes of transport, normally motor vehicles,  and would deter through traffic.

In more affluent areas such as Sovereign Harbour, they are already similar to an LTN. Meandering cul-de-sacs that are not interconnected apart from by cycle or foot. Very slow traffic, local shops and any traffic displaced from main roads have no way through these estates. Rather they will go through Langney, Seaside or along the seafront.

In conclusion, now is the time to look at the idea of LTNs within the town. Let us see if we can improve the quality of life in these local neighbourhoods.

Paul Humphreys

Bespoke & Cycle East Sussex

Photo credit: Paul Gillett

Cycle Lanes along the Seafront

Compromise, conciliation, and consultation, all seem such reasonable words, and opponents to cycling often use them against Bespoke Cycle Group. They are perhaps partly the reason that active travel (buses, cycling and walking) in Eastbourne is in decline.

Compromise, conciliation, and consultation, all seem such reasonable words, and opponents to cycling often use them against Bespoke Cycle Group. They are perhaps partly the reason that active travel (buses, cycling and walking) in Eastbourne is in decline.

The Eastbourne Cycling Plan makes reference to the need for a strategy, reducing congestion, pollution and improved public health, along with a network of cycle routes that includes the controversial one along the seafront from Fisherman’s Green to the Pier.

It all sounds familiar, until you realise that this is the 1994 version. Quite usefully it shows the data from 1981. The share of trips by car was 40%, bus 14% and cycle 4%. Now the shares are 70%, 5% and 2%. The current scheme that requires Bespoke to “compromise” is the Covid-19 seafront cycle lane. East Sussex County Council decided this week it wants further consultation. It is a difficult choice for Bespoke to make. The seaward side was bid through Covid-19 funds, and was a segregated, safe and secure route. In fact, probably the one specified over 25 years ago. The landward option, not shared with Bespoke, is mainly paint on the road. In its favour are a 20mph speed limit and some signage. Unfortunately, it will be like the rest of the cycle infrastructure in town and hardly fit for purpose.

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But for Bespoke it may be “take it or leave it”. It is the type of poor solution that compromise, conciliation and consultation create. It looks like not all the Covid-19 money will be spent and there has been the suggestion that ESCC’s new bid for Tranche2 will partly fail. ESCC acknowledge that “whilst emphasis [from the national guidance expects] schemes which enable the reallocation of road space for pedestrians and cyclists” their bid is around “footway surfacing and kerbs”.

Because 70% of trips are undertaken by car, this dominates the whole approach to transport within the county. Even to the extent that councillors, businesses and shops overestimate the number of people using cars and their relative spend. Considering this it took a certain strength, perhaps against the views of some of the residents, for Councillor Tutt to support the seaward side, as he did at the Transport committee.

For all the ESCC investment, the gold standard test is the actual cycle numbers. The new DfT statistics by Local Authority show no improvement across the county in the last 4 years. For those who cycle once a month, East Sussex, as one of the 25 similar shire counties, has only one county that performs worse.

In conclusion, there is no evidence that the current approach, via consultation and compromise, with the most powerful groups getting their way, will achieve any significant changes in road congestion, public health, pollution and CO2. The requirement is still for a limited number of safe, segregated and secure routes into town. This would be in line with the new DfT guidance, where they clearly state that paint on the road is no longer enough.

Paul Humphreys

Bespoke & Cycle East Sussex

Photo credit: Paul Gillett

Eastbourne Businesses – What Can You Do?

The two biggest uses of carbon are buildings and transport. Energy used in buildings emits 63% of the carbon used in our town. Buildings use energy for electricity for powering lights, computers etc and for heating. Gas heating is in a large percentage of buildings for hot water and heating.

The two biggest uses of carbon are buildings and transport.  

Energy used in buildings emits 63% of the carbon used in our town.  Buildings use energy for electricity for powering lights, computers etc and for heating.  Gas heating is in a large percentage of buildings for hot water and heating.  Gas is a major emitter of carbon in Eastbourne.  By looking at how you use these it is possible to cut energy use.  Your business will be cutting its energy bill and saving money.

In rush hour and other busy times of the day Eastbourne has many traffic jams.  Not only do these waste time, emit a large amount of carbon but stationary cars with engines running emit dangerous compounds which cause air pollution.  Air pollution is a problem in Eastbourne and it causes many people health problems, and premature deaths.  It is in everyone’s interests that traffic pollution is tackled. 

There are three things you can do as a business.

Switch energy supplier

Switch your energy supply to one which provides 100% renewable energy to the national grid.  The price of producing renewable energy has come down considerably in the last few years.  There are some really good deals around at the moment.

Click here to compare companies for renewable electricity contracts for business.

Get an energy audit on your building

Get an energy audit on your building. You can order one for free from East Sussex County Council. There is also a limited amount of money available in the form of a grant to help you reduce your energy costs.  This is available on a first-come-first-served basis.

You can then start to make a plan of how to cut your carbon footprint at your workplace building.  Get some quotes and make a plan. Actions may be something small and inexpensive like replacing all your electric bulbs to LEDs to something which requires more capital such as insulating your building.

Remote Working

Recent recent research by the Herman Miller Insight Group indicates that when asked about where employees want to work:

  • 5% want to be back in the office;
  • 19% love working from home;
  • 53% want to work from home and their normal workplace.

Since the COVID crisis, we have already had many people working from home.  This isn’t practical for all of the time but allowing staff to work at home for some of the time allows staff to achieve a better work/life balance and less stress.  Less people commuting also has environmental impacts. Working flexibly where possible reduces the CO2 emissions from commuting. We recognise this needs an intelligent approach, and to ensure the well being of staff. Read the Home Working Guidance developed by the University of Bristol.

Using Active Transport

For journeys travelling to and from the workplace with a distance of 5 km or less than active transport should be encouraged. Walking or cycling to work not only has great health benefits for the person but fewer cars on the road mean fewer traffic jams for everyone and this in term improves air quality and everyone in Eastbourne benefits.

Take a look at the government’s bike to work scheme.

Or have a look at the Green Commute Initiative which allows for the cost of more expensive e-bikes.

There have been a lot of new ways of transport developed in recent years as alternatives to car transport.  

Learn more about the e-bikes

Here is some really useful information about ebikes

Electric cargo bikes for business

Electric scooters

We are working towards a carbon neutral Eastbourne by 2030.

Miles Berkley

Executive Director, EEAN

Rachel Norris

Workplace Group, EEAN

Eastbourne ECO Action Network

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