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Transport/ Planning Integration

Transport and Planning integration is the key to a sustainable, healthy future. In the big battle against climate change, the one missing yet key weapon in the armoury, accepted by all policy makers for decades but infuriatingly absent in practice, is the full integration of ’transport’ and ‘planning’. We must abandon ‘silo thinking’ around ‘transport’ and ‘planning’. They should be integrated to avoid the procession of car based developments being delivered across the UK. Until that happens, we won’t increase the take-up of shared transport (bus/train/tram) and increase levels of walking and cycling necessary to meet targets. At the same time it will improve the nation’s physical and mental health. Fewer cars will free up space for nature, housing, business and children’s play and reduce congestion. Policy documents have recognised this over 50 years: delivery on the ground is sadly the exception. The new National Planning Policy Framework (NPPF) must deliver such integration if it is to be fit for purpose. Failure to do so would be unfair both to current and future generations. Based on a letter published Jan 2025  in iNews   Derrick Coffee

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New Bus User Group for South Wealden and Eastbourne

Guest Blog by David Everson

The importance of bus services in and around Eastbourne was a major topic at the initial meeting of the Eastbourne Area Bus Users Group (EABUG). This event took place in Eastbourne Town Hall on 16th October 2024. The group is an initiative of the Eastbourne Eco Action Network (EEAN). It aims to provide an interface between bus users, bus companies and local authorities. EABUG plans to meet three times a year.

Prominent among those present were representatives of local bus companies, Stagecoach, Brighton & Hove and Cuckmere buses. Also present were representatives of local disability groups, local and county councillors plus members of the public.

Jill Shacklock and David Everson (EEAN) both highlighted the need for good bus services. This was for those who could not drive or afford to drive, school children, those with disabilities or the elderly. They also emphasised the need to develop good sustainable transport systems.

East Sussex CC

A member of the East Sussex  Bus Team, Donnalyn Morris, gave an update on a variety of infrastructure projects that had been taking place in Eastbourne and Friston. Work on the Hailsham Mobility Hub was yet to start, with discussions currently taking place with Tesco about the project. The consultation about the proposed Bus Priority measures along Seaside and St Anthony’s in Eastbourne had now completed and a decision would be made in November.

Stagecoach

Matthew Arnold, Commercial Director, Stagecoach South East expressed concern over the detrimental effect that congestion had on bus punctuality and highlighted problems in Eastbourne. He described  these as the worst in the south east. He stated that car traffic was up 15% on pre Covid levels whilst bus passenger numbers had only risen to 94% of pre-Covid usage.

In addition, he also stated that buses were hindered by lack of co-ordination in the planning of roadworks. There needed to be more advance information sharing between ESCC and utility companies.

Brighton & Hove

Ben Garcia, from Brighton and Hove Buses, informed the meeting of recent improvements to their bus services. They are now a UK lead when it comes to inclusivity on their buses. They have dementia friendly seating and their drivers are trained to be ‘Dementia Friends’. All their buses are ‘talking buses’.

Cuckmere

Nick Price from Cuckmere Buses informed the meeting that their operation of eight, 16 seater buses were all driven by volunteers and that their new timetables would be published soon.

The main body of the meeting involved presentations, discussions and workshops about ‘Accessible Information’ on buses. New legislation requires most buses to provide information to passengers about the bus number and route and next stop information. Importantly the information must be given both visually and aurally. The new legislation came into force on 1st October 2024 for buses registered after October 2019. Older buses that need to be retrofitted with display boards and sound systems must be accessible by October 2026.

Using Apps

During the meeting there was a short presentation on how to use both Stagecoach and Brighton & Hove Bus Apps. QR codes were also highlighted as a quick means of accessing information at bus stops. A limiting factor for both of these sources of information is the necessity to have a Smart phone to access it.

Next Meeting

The next meeting of EABUG is planned for February 2025.

For further details please visit – Eastbourne ECO Action Network.

https://ecoactioneb.co.uk/about/eastbourne-area-bus-user-group

Email : bususereastbourne@gmail.com

David Everson

(Chair EEAN Transport Group)

Bus Lane Consultation – Seaside and St Anthony’s

Introduction

Guest Blog by David Everson – Chair of the EEAN Transport Group

Information for those wishing to complete the ESCC Bus Priority Measures consultation for Seaside and St Anthony’s, Eastbourne, which closes on 18th August 2024.

The consultation documentation can be found by following the link below.
Bus Priority Consultation

The EEAN Transport Group support the revised proposals for Bus Priority Measures and would encourage as many people as possible to support the plans in a positive way.

As we look to the future, we need to encourage the use of mass transport systems such as buses to reduce congestion on our roads. Bus can be used by most people including the young and old who are not able to drive a car, or other sections of the community who cannot afford to drive.

Key points 

  • The plan to spend £3 million is a significant investment for Eastbourne and will help the town move towards sustainable transport in the long term.
  • The plan will reduce bus journey times through the proposed bus lane area particularly at peak times making bus use a more attractive option for travellers.
  • The introduction of several pedestrian crossings will improve pedestrian safety and assist those who walk to bus stops.
  • The bus lanes will take up some road space and the amount of parking along Seaside will be reduced. However, surveys carried out by ESCC indicate that sufficient parking will remain for both residents and local businesses.
  • Traffic flow through the project area will be eased and so reduce congestion along Seaside and St Anthony’s. This will make buses more reliable.
  • If passenger numbers increase due to the bus priority measures, then bus companies will be more likely to invest in more buses on routes.
  • If buses are not hindered by congestion, then it is much more likely that bus companies will invest in electric buses which will assist in efforts to decarbonise our transport and improve air quality.
  • There is no evidence that the introduction of a bus lane will damage the viability of local businesses, in fact studies have shown that bus lanes can increase footfall for businesses along routes.
  • Eastbourne is one of the most car dependant towns in the South East of England and the provision of bus lanes will encourage people on to the buses.

ecotransportgp@gmail.com
August 2024

 

Commenting on Wealden Local Plan

Introduction

Whether you live in Wealden or on the borders of Eastbourne, Lewes or Rother additional housing growth, in the Wealden area, will affect you. So you should comment on the Draft Local Plan.

“Wealden District Council is preparing a new Local Plan. [it] will be the key planning document for Wealden District. Once adopted, the Local Plan will form part of the Development Plan for the District, replacing all existing local plan policies and will be used to assess and make decisions on planning applications.” There will be 16,000 new houses of which around 8,000 have already been planned for .

It is a challenge to go through all the background documentation. The consultation itself is over 200 pages. So this blog has had to be selective. To begin with here are the top 8 areas in terms of new housing

Most of this will be in South Wealden and especially on the borders of Eastbourne. From this table you can see that much of the local area is already ‘confirmed’. In Willingdon for example all the space is already committed apart from some ‘windfall’. So you may feel it is too late. This is not the case. Within the plan are some policies that have some merit and these should be supported.

Here are some links you will need . The Wealden Local Plan itself including a short video . Then the Consultation Portal – Where you create an account and add comments

Background

The lack of a local plan has made Wealden vulnerable to developers who were likely to win, if they appealed, when their planning submission was rejected. With a plan the council has more control of where housing can go. Without a plan the growth of housing could be higher. If there is a proposed housing development ,that you do not agree with, then you can highlight this in your submission, ideally linking it to the relevant policy.

One of the key concerns is the transport infrastructure. Before reading the rest of the blog you may wish to read this blog, on how over optimistic future predictions , are used by councils and developers to the detriment of residents.

Discussions with relevant district officers, councillors and directors suggest there may be residents who do not support a greener and more active travel agenda . Therefore it is important to support these policies and schemes.

Below are a number of the key chapters in the consultation that are worth commenting on. :-

Chapter 3 is Vision and Objectives

Suggest you strongly support “Sustainable and active travel’ but make points as to how this is not being addressed.

There has been no evidence of any increase in public transport, wheeling, cycling and walking. Many County, District and Borough plans refer to a planned shift away from cars . This has never been delivered. In fact East Sussex CC has not achieved any change in the mix of transport and total vehicle trips have simply increased

Suggest the need for high level plans across multiple sites. There are many examples where each site has its own access road and no attempt made to have public or active travel routes through these developments . For example at Horsebridge there is an area with over 5 different adjacent estates with no co-ordination of the access across them. A house that you want to visit, maybe only a few hundred meters away, but the car may need to exit one estate and then enter another one. On top of this the connections to the Cuckoo Trail, tell cyclists to dismount and push over 200m on sandy narrow tracks to get to the estates. Discriminatory especially to those who use mobility scooters, elderly or with heavy e-bikes

There needs to be a clear strategy to deal with the effect of all this housing growth on the current residents, where the existing streets might have more ‘permeability’ and could then be used as ‘rat runs’.

Plus stress more emphasis needed on actively supporting greater biodiversity, perhaps in adjacent areas, to counteract the consequences of this extra urban housing. Perhaps though Section 106 agreements.

There does not seem to be enough on encouraging reaching net zero through the design of housing in terms of their location and the wider community. This would strongly support higher insulation, solar panels, EV charging and heat pumps

Chapter 4 – Spatial Strategy

Suggest you strongly support “4.18 The benefits of a 20-minute neighbourhood concept are extensive, providing health, social, environmental and economic benefits to people and communities. Additionally, the concept would seek to tackle many of the issues that we need to address through our plan such as reducing carbon emissions, helping people to become more active, reducing mental health issues and loneliness, improving our town and village centres, making our settlements great places to live as well as improving access to affordable healthy food.”

Support the statement in “4.26 East Sussex County Council’s Local Transport Plan 4 Consultation(12) supports the 20-minute neighbourhood or the ‘complete, compact and connected neighbourhood’ approach by providing a shift towards supporting healthy lifestyles by walking, wheeling or cycling and more active travel, as well as through the design of public places and healthy places through integrated neighbourhoods.”

So from the above, mention your support for higher density dwellings in the centres which should have access to a mix of leisure, shopping and business all nearby and accessible by bus or active travel. You could also add support for 20 mph and school streets

Support – “Policy SS9: Health, Wellbeing and Quality of Life”that creates improved connectivity and supports healthier and more active lifestyles

Chapter 5 – ‘Climate Change’

Generally strongly support

CC1 Net Zero Development Standards – New Build. Support Policy but would prefer a clearer steer around residential standards of insulation, solar, batteries and heat pumps. There are no examples locally which could be seen as evidence of the ideal higher standards

CC4 Carbon sequestration, Support Policy but make the point, large areas of land are being urbanised and it is unlikely that sequestration could be achieved in or around the new housing estates

Policy CC5: Renewable and Low Carbon Energy. Agree with the principle of “Support will be given to community led energy schemes where evidence of community support can be demonstrated”

Policy CC6 Water Efficiency . Support the principles though make the point it is partly the cumulative effect of all these new houses which will determine how both water and waste (Southern and South East Water) cope. Some of the pumping stations, pipes and sewage works are already under strain

Policy CC7 Managing Flood Risk. Support the principle though areas such as between Polegate and Willingdon have always been susceptible to flooding. Concreting over will add to the problem across all the low lying estates. Make reference to the work the Environment Agency are undertaking around flooding and rising sea level.

Policy CC8 Sustainable Drainage. Support the principle such as in CC7 but perhaps question whether previous experience shows if this been dealt with in the past

Chapter 9 Infrastructure

Policy INF1 Infrastructure provision, delivery, and funding. “The provision of infrastructure facilities such as those relating to healthcare and education should be provided” Stress there needs to be guarantees of them being built and that you have concerns based on recent sites that the delivery of schools and health centres may not happen. This is due to the higher build costs and the funds that health and education may have. Plus a need to adhere to DfT’s “Guidance on Land Use/Transport Interaction Models”

Policy INF2 Sustainable transport and active travel– Support this policy. However the local housing developments simply fail on the criteria listed. No attempt appears to have new been made to create viable routes through multiple estates . Routes identified in the LCWIP, that are supposed to be on these sites ,have not been taken into consideration. Good examples would be alongside the railway from Hampden Park to Polegate (such as routes 312 and 225). Recent experience shows that proposed bus and cycle lanes are very vulnerable to being dropped through pressure from those who do not support them. They must be installed.

Policy INF5 Safeguarding of Infrastructure– Support the concept but as already mentioned there are many potential active travel routes in LCWIP that have been ignored through planning.

Policy INF8 Open space, sports and recreation provision– Suggest make the point – There are large areas of open land that have been lost and this cannot be rectified by a few small parks

Chapter 10 Design

Policy DE1 Achieving well-designed and high-quality places. Support the aim however challenge most of the new developments. These are car centric, low traffic neighbourhoods that do not allow through traffic. Most of the current developments have similar housing and add very few community buildings. The road layouts are meandering and do not support more direct routes for active travel . They also do not support bus routes and this will mean when funding runs out residents without a car will struggle. Perhaps building housing for elderly people should be closer to amenities and bus routes on main roads. In ‘Manual for Streets’ it explains the consequences of building ‘car-centric’ estates that make active travel within the estate and to other destinations problematic

Closing comments.

Please read any other chapters and additional documents, if you want to look into this plan in more detail. You have until Friday 10th May 2024 to submit your comments

Local Transport Plan 4– Guidance Notes

Introduction

Note- Following comments and feedback new sections have been added, at the end, in indigo – 28/01/24

If you are looking to comment on the East Sussex Local Transport Plan (LTP4), you may find this blog helpful. Hopefully it provides some general guidance. Please remember a short blog cannot address all the issues.

Overall the consultation asks you to score a number of nebulous and intangible statements. For most it is hard to disagree with them. You are asked to provide an overall score on categories that are open to interpretation. These might be  for example – strongly agree, agree …..disagree.

However the questions may cover areas where your response might be more nuanced.

As background you may find this blog on the shortcomings of the consultation process of some relevance.

Governance and Reporting

Most project methodologies such as Prince2 have monitoring, interim targets, reports and exception reporting. Most of these are found in the Council’s Carbon Plan .

Section 9. Governance “ Provide oversight of the delivery of the action plan .. Annual reporting to Cabinet and full County on progress “

For transport an equivalent could be modal share. (The split between cars, walking, cycling ,bus and rail). This could be either around private transport (70%) or perhaps for active travel (walking, wheeling, cycling and buses) (20%). Other metrics such as the share of EVs or carbon footprints are perhaps down to national policy.

There were predicted modal share changes, in LTP3,  but there appears to be no review undertaken. It is also normal for plans and projects to have a ‘lesson learnt’ process at the end. So for LTP4 , following the approach elsewhere , there should be:-

•  5 year interim targets. With perhaps one or two clear definable metrics.
•  Review every 2 years
• Description of the new projects for the following 2 years.

This is described in Theme A Section 4.3 “potentially suitable KPIs [ Key Performance Indicators] …. We will establish appropriate governance to oversee the development, delivery and benefits realisation arising from schemes and policies included in this strategy.”

Action – Request that the governance, reporting and targets are more clearly stated

Modal Shares

In the plan there are a number of scenarios provided. All of them are compared to a 2050 ‘Business as Usual’ scenario . This one below is one of the more ‘optimistic’ of them. All have, to some extent, fewer cars trips and more active travel

You may want to consider, as stated in LTP4, that cycle journeys are recently down. Bus journeys are still not at pre-pandemic levels and the plans for bus lanes have been severely scaled back. There has never been any evidence, of a long term reduction, in the modal share and total trips for cars. This is excluding systemic changes resulting from Covid.

The blog on the dangers of unverifiable modelling may be of interest

Action. Ask for more information how the ‘numbers’ behind the scenarios can be validated

Change of Approach by the Council

Campaigners have seen no evidence, of a change in mindset, as suggested by the LTP4 vision. This month the local bus lane plans have been severely reduced, 20 mph schemes are not considered for wide areas, cycle schemes remain very low, but a priority around cars and large road schemes remains in place

Here is an example from Transport Scotland for a clear direction to reduce national car kilometres by 20%.

“The route map does not aim to eliminate all car use. We recognise that would not be realistic or fair, especially for journeys undertaken by disabled people or in rural areas where sustainable travel options may not always be available or practical. Rather, the route map encourages all of us to reduce our over reliance on cars wherever possible and identifies four key behaviours that we want everyone in Scotland to consider each time we plan a journey:

• make use of sustainable online options to reduce your need to travel;
• choose local destinations to reduce the distance you travel;
• switch to walking, wheeling, cycling or public transport where possible;
• combine a trip or share a journey to reduce the number of individual car trips you make, if the car remains the only feasible option.”

Action – Ask how the council officers and councillors intend to change their approach to transport to support the scenarios they outline in the Plan.

Pollution and Decarbonisation

There are those who think that the issue of carbon can be addressed by a shift to Electric Vehicles (EVs).  Instead of the LTP’s ‘People and Places’ the alternative of ‘Avoid Shift Improve’ is much more focussed on active travel, de-carbonisation and alternatives to the private car, even if electric.

For parking perhaps propose charges based on either CO2 or else around the size of the vehicle. You may also wish to comment on the extra journeys generated through the proposed large road schemes, such as the ‘duelled’ A27.

One aspiration, featured in this and the previous LTP, was linking ‘Land Use Planning’ and Transport. There is very little evidence for recent housing developments that this is being take seriously.

Action – If you want to encourage less polluting vehicles then ask how they will be encouraged ( E-bikes, e-scooters, and smaller greener cars)

Action – Ask for ESCC to be more positive in planning applications in supporting active travel and buses in the large car-centric housing developments especially in South Wealden.

Cycling and Walking

The Plan has many references to more walking, wheeling and cycling. However consider from data provided by ESCC, only £165k has been spent, on cycle infrastructure in the last 4 years.

Contrast this with 6.61 “Reviewing and delivering the Local Cycling and Walking Infrastructure Plan – which includes a robust pipeline of deliverable active travel schemes for networks and places – ensuring a balance of schemes to support walking, wheeling and cycling.”

Whatever is written in the LCWIP and in the Council’s budget book, the actual spend on cycling is negligible. The plan ’admits’ that those cycling once a month, in the county, have dropped, in 5 years, from 15% to 10% and is now well below the England average

In terms of walking there has been progress . However  schemes that might help active travel such as 20 mph, Low Traffic Neighbourhoods , modal filters and School Streets require a change in approach from officers and councillors.

Action 1) Ask for evidence of investment, not from the Budget Book, but of actual schemes they will build.

Action 2) In the Health Impact Assessment how the general health of the population will be prioritised . This is around reducing obesity, lack of exercise and multiple chronic conditions

Scenarios

The problem of predicting future levels of traffic, is that even with no interventions, the  so called ‘Business as Usual’ (BAU) in 2050, is different to now. Here is an example from Transport for South East ( TfSE). This is

from their BAU of 2050.  Then the various others scenarios are on top of this. In other words how much the trip balance will change, from BAU, with various interventions. (Note the icon with a cycle is for walking as well)

So the BAU is likely to be similar for East Sussex.  Here are various scenarios from LTP4. Unless one of them is chosen then there is no effective track on progress. This may suit the Council as no real accountability exists. Plus  the option of having 5 year reviews is then less valid. 

Targets

Once an agreed scenario, as above, is agreed there has to be a clear plan to get there. This is called ‘backcasting’ and is the opposite of forecasting. (How do we get there v what might happen). In the image below it shows how it should be broken down into smaller time periods. Perhaps every 5 years.

So in LTP4 there are many schemes and policies but there is no guidance, for readers, as to what would deliver the most change. During the initial workshops there were requests, to provide details as to how the algorithms generated the various scenarios . Otherwise it is a ‘black box’ with outputs that the public have to take on trust. Change would partly be achieved  by the schemes and projects listed in LTP4. (Of course some change will also be through National Government). Otherwise you may mention, in your consultation reply,   certain schemes that sound good to you, but actually  deliver less, in terms of overall change,  than another good alternative. 

The targets could include :-

  • modal shares
  • pollution NOx PMx
  • road traffic incidents
  • children specific  – such as trips to school
  • transport poverty of each council , (that shows Eastbourne to be nearly the worst in the South of England.)

Ideally ones that are already recorded and for which there are comparisons across the UK. 

Cars

If the most important consideration is reducing carbon then moving from the ‘Internal Combustion’ to Electric Vehicles will do this. Especially within the county where the manufacture and disposal is elsewhere as is most of the  electricity production. 

However cars are getting bigger and heavier each year. ( 0.5 cm wider p.a) . They no longer fit in car parking places.  Brakes and tyres create PM2.5 pollution. When in the road they make passing harder and this increases congestion and road damage. Smaller, lighter cars need to be encouraged. Currently an EV charged at home is cheap per mile and this may encourage even more road miles.  If you think road charging might reduce congestion look at this report .  As mentioned earlier ‘Avoid Shift Improve’ would encourage alternatives such as more micro-mobility. 

Paul Humphreys EEAN -Transport Group

Can We Trust Transport Modelling?

Are you intending to comment on East Sussex County Council’s Local Transport Plan 4 ( LTP4). For those who want to review the proposals the future projections for transport look good. Predicted to have fewer car trips whilst buses, pedestrians and cycling numbers are all up. That is  good news! …. but as a reminder LTP3 had similar aspirations

Perhaps now is the time to ask why planners are generating such positive scenarios, that you may feel are not achievable. The predictions are derived from complex algorithms. Often the process is described as a ‘black box’. The definition of which is ‘a complex system  whose internal workings are hidden or not readily understood’ . That makes anything it produces as hard to verify

Let us examine the accuracy of such models. From a lay person’s perspective the optimistic scenarios, over the last 10 years, never seem to have been delivered.

This table below , with 19% fewer cars trips, is from the LTP4. Some scenarios deliver an even larger drop in car trips. [As background, on a number of the workshops it had been asked, if some explanation could be be provided as to how the ‘black box’ generated these outputs]

In sharp contrast, in LTP4 it does admit that, across the county, the number of residents cycling has reduced by around 33% in 5 years. Plus there was a large decrease in bus provision over 20 years and even with an increase in funding, bus passengers are only 90% of pre-Covid numbers.

The largely ‘positive’ models are endemic throughout the planning process. Over the last 10 years many focus on a 10% ‘modal shift’, away from cars, towards buses and cycling. However these predictions then feed into other local plans and permeate through the whole planning process.

As an example ESCC’s ‘Hailsham, Polegate to Eastbourne corridor ‘, from 10 years ago, predicted a 10% reduction in modal share for cars. This scenario is then used by developers, on that key route, to show the extra traffic, from their developments, will be offset by the modal shift this original report had predicted. The example used here is taken from the Transport Assessment for Hindsland in Willingdon. (see Tables 6.2 and 6.3)

Method of Travel – Currently (left) and with planned improvements (right)

Notice that the developers take current traffic data and then adjust to the new modal share. So that cars, including passengers, are down from 80% to 70% and this would suggest traffic levels will be lower. To compensate, for the lower private transport, there is an increase in bus trips from 4% to 9%. That is a 125% increase, alongside  an increase for cycling up 150%. But there has never been a demonstrable increase in either.

This general approach, to overstating modal shift, is also seen in Eastbourne, by developers, on schemes such as the Magistrates Court and TJ Hughes. The positive transport assessments, produced around higher levels of active travel, seem to satisfy both developers and councils. They do not alter the reality.

Now look at Black Robin Farm (SDNP/23/04238/FUL). Aecom ,in their transport review for Eastbourne Borough Council, provided a comprehensive analysis of transport options. Their algorithm produced –

The reality check is that for Eastbourne 5% of trips are by bus  and on the Downs nearer 10%. However there is no explanation as to how 50% Public Transport could ever be achieved. Plus in this scenario cycling at 4% would be an increase from an original estimate of 1,000 to 4,000 trips p.a. Cynics might think the data was to convince South Downs National Park that there would not be a high demand for car parking. Based on the  100,000 visitors predicted p.a.

Many of these models have shown to exaggerate the modal shift away from private cars. To provide reassurance, models need to be validated, to see how accurate they were. The Government’s Transport Analysis Guidance (TAG)  “provides an overview of good practice in planning the evaluation of transport interventions to ensure robust evidence can be collected about the difference that they are making in practice. It is intended to support evaluation planning and stronger business cases for a range of transport interventions in terms of mode, type of intervention” Model guidance from Govt

In summary we are asked to take on trust the ‘black box’ approach, that transport planners are using, when our lived experience would suggest something different. Perhaps now is the time to reassess the accuracy of the predictions. If you have doubts then make this clear in your comments for LTP4 and question them about their methodology

Paul Humphreys EEAN Transport Group

Council Consultation Shortcomings

Introduction

Consultations are considered valuable for getting community and stakeholder perspectives. There is even an expectation, from the Government, that where applicable consultations may take place. However particularly in transport, some councils can use them to block change. In contrast as an alternative other councils, especially during Covid, tried out schemes. Then the public could experience the proposed changes and decide if they like them.

It is becoming increasingly clear that relying on consultations  has limitations. The more council consultations, you are involved in,  the more the failings become apparent. These include :-

Question Bias. Written to deliver the ‘desired outcome’. By writing questions in a particular way the options are limited. Such as the one for local cycling, where there was the choice of nothing or designs that were substandard. Not what the ‘users’ wanted. There is often no easy way to specify  a different or better solution. If you choose ‘nothing’ the funds are then lost.

Limited Representation: Consultations attract those who have strong opinions and miss out the majority. On top of this, certain marginalised communities with limited resources, may not have equal access. Leading to an incomplete understanding of the community’s needs. As an example the bus consultation along Seaside is through one of the most deprived wards in the town and has low car ownership. Should the local residents be given greater weight than those who are more vocal but live elsewhere ?

Tokenism: A recent consultation on the town centre had 64% disagreeing or strongly disagreeing with the proposal. The County Council still proceeded. This leads to frustration and distrust among participants for future consultations.

Lack of Expertise: Public consultations often involve those who may not understand the complexities of planning issues or the regulations . Unfortunately not everything can be simplified.

Manipulation : Consultations can be susceptible to manipulation or bias. Those with greater resources or more power may dominate the outcome, drowning out the opinions of others. Special interest groups can exert undue influence and this is often true on both sides of a debate

Constraints: Consultations can be both time-consuming and resource-intensive, requiring significant effort to organise and manage. This can lead to delays in the planning process and using up valuable funds that could be used to deliver real change . It can also be used as a tool to allow councils not to proceed, which may have been their original preference. This can often be the case with anything that adversely affect car drivers. There is pressure for councils to develop ‘green’ plans that they do not really want. This happened during Covid when the county was funded by the Government to implement temporary solutions. If councils can show that there are negative comments they can drop the scheme and keep the funds.

Resistance to Change: Public consultations may reinforce the ‘status quo’, as many people are resistant to any change. Often only a narrow cross-section of the local demographic tends to engage in council consultations.  Often with a preponderance of older people taking part, whilst the views of young people and students, who are mostly reliant on public transport, are not usually represented well enough. However often controversial schemes are then accepted and most would not want it back the way it was.

Social media – Assuming many residents do not fully understand or even look at the documentation, there is the strong evidence of people being influenced by ‘simple summaries’ on social media. This is an increasing problem. As an example a recent local social media campaign had the suggestion that, in the current bus consultation, all of Seaside would become a bus lane and there would be no parking. This is not even close to reality. However these simple messages can then be the main source of misinformation for people completing the online consultation.

Compromise : There is little scope, for those with different views, to come to some common agreement. Often the consultants will speak to the different sides in isolation. When perhaps, through a wider meeting, a compromise could be achieved.

Summary

Consultations can be used in a number of ways :-

  • genuinely find residents opinions
  • ensure the desired outcome from the council’s perspective
  • allow councils to drop schemes they did not actually want
  • rubber stamp a decision that had already been taken

Paul Humphreys  EEAN Transport Group

Coming soon: a summit for sorting out Eastbourne’s transport issues

Eastbourne ECO Action Network (EEAN) is organising a SUSTAINABLE TRANSPORT & ACTIVE TRAVEL SUMMIT at the Welcome Building, Eastbourne on Friday 17th November 2023. It will be a follow-up to the successful Sustainable Business & Solar Summit last year, which brought together solar and renewable energy experts, manufacturers, installers, landlords and financiers to explore ways of expanding solar power in the UK’s sunniest town.

 

  Why Transport? Our transportation systems, dependent as they are on vehicles running on imported fossil fuels, are a highly significant component of ongoing damage to the earth’s life-support systems. A wealth of evidence suggests that current levels of road transport also undermine people’s health and well-being through pollution, congestion, collisions and by eroding social connections. UN Secretary General António Guterres summed up the situation in 2021:
“Transport is fundamental to implementing the 2030 Agenda for Sustainable Development and the Paris Agreement. We are already close to the 1.5°C upper limit agreed in Paris. The door is closing for action on climate, nature and pollution. We must act together, smartly, and quickly, to make the next nine years count. Transport, which accounts for more than one quarter of global greenhouse gases, is key to getting on track. We must decarbonize all means of transport in order to get to net-zero emissions by 2050 globally. We know how to make this happen. First, we must accelerate the decarbonization of the entire transport sector.”
Here in Eastbourne, the largest town in East Sussex, with more than 100,000 residents, the local authorities have made various commitments. Eastbourne Borough Council (EBC) have pledged to achieve a carbon neutral town by 2030 (transport accounts for about a quarter of carbon dioxide emissions). The East Sussex Local Transport Plan runs up to 2026 and seeks to improve sustainable transport, while the Transport Strategy for the South East seeks to refocus its approach from “planning for vehicles” to “planning for people” and “for places”. However, progress has been agonisingly slow. As a report by AECOM put it in 2019 “Eastbourne has experienced a significant increase in highway congestion in recent years. All strategic highway routes to/from Eastbourne are very congested at weekday peak times.” Many recent planning documents talk confidently of a 10% “modal shift” from cars to bus, bicycles and walking. Achieving this would, however, require a massive increase (well over 100%) in cycle and bus use. Last year East Sussex County Council was rated among the poorer performing local transport authorities in England in terms of delivering the government’s objective of ensuring 50% of trips in England’s towns and cities are walked, wheeled or cycled by 2030. The key question is: how can the transport system in and around Eastbourne be made more attractive, efficient and sustainable without undermining the economy and causing undue disruption to locals and visitors? The Sustainable Transport & Active Travel Summit, organised by EEAN, EBC, and Eastbourne Chamber of Commerce, will explore these themes by bringing together a range of expert speakers and exhibitors – from companies running electric buses, to pioneers in cargo-bikes for “last mile” deliveries, designers of cycle infrastructure and leafy public spaces to purveyors of car clubs and solar-powered car-park canopies. There will be panel discussions, video presentations and lots of networking opportunities. The audience will include elected representatives, businesses, community groups, transport planners and local institutions from schools and colleges to the NHS. This blog post was written by Robert McGowan, a director of the Eastbourne Eco Action Network CIC. 
Find out more about the summit here

Come Back To Eurostar

EUROSTAR – THE GREENER OPTION!

 

In the month, when train fares increased a record 5.9%, the Government is failing to support direct train services from the south coast to the continent. Not helped by the ongoing indecision around an upgrade to the line and rolling stock, from Hastings to the downgraded Ashford (International).

Diesel Units from Eastbourne to Ashford (International)

Meanwhile on the continent there has been a big move from short distance flights to train travel – including through a growing number of cheap sleeper services to major European destinations. The UK is simply falling behind.

Continuing absence of international rail connections between the two counties and the continent (Paris, Brussels, Amsterdam) and growing pressure for capacity increases at Gatwick Airport (2nd runway), sit uncomfortably together in the context of supposed commitment to sustainable, low carbon transport choices.

We know that Eurostar is having to operate services from London, St Pancras with empty seats due to increased time needed for passport formalities post Brexit, and the need for punctual departures. This may have marginalised the business case for Ashford International stops. We also know that Secretary of State for Transport Mark Harper, MP, visited his French counterpart, Clément Beaune, to discuss eliminating border related issues such as queues at London and Paris terminals. That might help bring back Ashford services – we await results.

We are sure that restoration of international services to/from the important rail hub of Ashford presents significant opportunities for travellers both to and from the near continent and would do a great deal to promote currently bypassed but outstanding tourism offer of Kent and East Sussex – without creating more road traffic: our MPs and Local Authorities should wake up and shout about this!

It is worth noting that pre-Brexit, and pre-pandemic, Eurostar had captured from the airlines 80% or more of the market for travel between London and Paris/Brussels*. If Mark Harper succeeds with his French opposite number in removing admin bottlenecks, then new, already planned services to Geneva/Bordeaux/ Frankfurt could follow, further reducing volumes of air traffic.

In conclusion: the neglect of greener travel options is in sharp contrast to the support for more destructive, costly roads – and Gatwick’s second runway.

The climate wins; we all win.

Derrick Coffee

*Source: Eurotunnel, 2019.

Gatwick Airport Expansion Plans

Speech at Eastbourne Borough Full Council Meeting

Background:

Gatwick airport have requested Eastbourne Council’s support for their plans to expand the airport capacity from 46 to 80 million passengers a year. Eastbourne’s Scrutiny Committee met with representative of Gatwick Airport to question them over their plans.

The Recommendation of the Scrutiny Committee to the Full Council was as follows:

1. Makes any support for Gatwick Airport’s Northern Runway Project conditional on Gatwick Airport’s production and pursuit of a credible plan, in partnership with its Scope 3 stakeholders, to work towards carbon neutrality across its Scope 3 emissions by 2030.

2. Calls on any Government to mandate a faster transition to low-carbon aircraft fuels, and to provide meaningful support to the fuel industry, airlines, manufacturers and other aviation industry stakeholders to achieve this.

Speech by David Everson: Chair EEAN Transport Group to the Full Council

The Scrutiny Committee propose you let the airlines and Gatwick airport  work towards carbon neutrality by 2030 and that you encourage government to support a faster transition to sustainable flying.

On the Gatwick Website it states that the UK Sustainable Aviation Industry has a road map for net zero by 2050 not 2030!

The government’s own official advisor, the Climate Change Commission, has stated ‘that the 6th Carbon Budget set for the government will be breached if net airport expansion is not significantly constrained.’

What is special about the 6th Carbon Budget? It covers the period 2033 -2037. Why will the Carbon budget be breached? Because for the first time the UK will have to start to include all the CO2e emitted by international flights leaving the UK.

The Department of Business Energy and Industrial Strategy, this month, published the UK’s Greenhouse gases emissions. It showed that the UK produced 427 million tonnes of CO2e, of this the airline industry was responsible for about 2% of the emissions due primarily to domestic flights.

It is important to note these figures do not include any international aviation emissions for flights leaving the UK. If they were, it would add another 37M tonnes of CO2e to the total, this would bring the total figure for aviation to a staggering 10% of all the UK’s annual emissions.

So the CCC are saying to the Government do not allow airports to expand if you want to meet your Carbon budget.

What about improvements to make the aviation industry more sustainable

Sustainable fuel for example.. – At the World Economic Forum in Davos January this year, the corporate signatories of ‘Clean Skies for Tomorrow’ pledged to…… ‘achieve sustainable aviation fuel blend of 10% in global jet fuel supply by 2030. … That means by 2030 – 90% of aviation fuel will still be  fossil fuels!

The International Energy Authority (IEA) commented in Sept 2022 – ‘renewable synthetic Kerosene is relatively far from commercialisation’

What about improved Aircraft Design

The International Energy Authority (IEA) in Sept 22 talks about better aircraft designs reducing GHG emissions but state… ‘New aircraft are more efficient – but this has been insufficient to keep up with growth demand’.

What about Economics

I think the expansion of Gatwick airport will harm Eastbourne’s economy by allowing more Brits to travel abroad rather than staying in the UK to holiday.

Summary

I ask you to publicly and strongly reject Gatwick’s request to support their expansion. To do otherwise would make your declaration of Carbon Neutral 2030 a sham!

The Aviation Industry is not sustainable and will not be for at least a quarter of a century.

David Everson: Chair EEAN Transport Group to the Full Council

 

 

Should Strategies be Realistic?

How should local government present their plans for a greener future? Is it better for them to be realistic or else have a vision that, with only limited interventions, will not be achieved? Let’s look at transport but the same is applicable for other carbon strategies.

The various local government organisations, adopt different approaches, as to the strategies they produce. Transport for South East in their modelling, do not hide away from scenarios where active travel (buses, pedestrians and cycling) actually declines. Below is a projection for 2050 called ‘Our Route to Growth’. [Note the cycle logo includes pedestrians.] Following their recent consultation, TfSE agreed to slightly modify their Investment Plan. However the point is, their models are indicative of what may happen, and not necessarily what campaigners might like.

The more problematic approach is when local government, include in their plans, what you would like, but there is no past or future evidence that these will happen. As an example, there are repeated references to the reduction of cars in local borough and county plans. This is against the backdrop of East Sussex County Council predicting, in their A22 A2290 review,  an increase in traffic of 15% from now to  2039.

So in the new draft Eastbourne Local Plan, it refers to a 15% reduction in car journeys. This is extremely optimistic. As is elsewhere, a 10% modal shift from 70% trips by car to 60%. This is in the ‘Hailsham Polegate Eastbourne corridor’ and would be offset by a 150% increase in cycling, 125% in bus trips and 60% more walking. Even those who have little experience in transport, will realise, what a colossal task this would be. As background, there has never been a decrease locally in car trips. Plus cycling and bus trips have reduced over the last twenty years.

So what can be done to prevent unrealistic predictions. TfSE have a clear requirement to monitor and evaluate any targets. This could be used elsewhere, to hold any predictions to account, such as large reductions in car journeys.

In summary, campaigners should request that ‘over ambitious claims’, although they may initially be welcome, should have a realistic delivery plan behind them

Paul Humphreys EEAN – Transport Group, Bespoke, Cycle East Sussex

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

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

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

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

Eastbourne ECO Action Network

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