Click here to go to the following issues:
Economic Aspects | Natural Resource Aspects | Institutional Aspects | Social Aspects | UK
Click here to go to these sections:
Decision-Making: Coordinating Bodies
Decision-Making: Legislation and Regulations
No information is available.
Decision-Making: Strategies, Policies and Plans
Development Co-operation policy has been reviewed and changed as a direct consequence of UNCED. New strategies have been introduced to target priority-areas identified by the Prime Minister during UNCED: sustainable agriculture, biodiversity, forestry, energy efficiency, and population.
The UK, following the creation of a new Department for International Development (DFID), will re-focus its international development efforts onto the elimination of poverty and encouragement of economic growth which benefits the poor. This will be done through support for international sustainable development targets and policies which create sustainable livelihoods for poor people, promote human development and conserve the environment.
Decision-Making: Major Groups Involvement
No information is available.
No information is available.
Status
DFID implements a bilateral programme of development assistance to developing countries, seeks to influence other bilateral donors, contributes to and seeks to influence multilateral development agencies, and promotes consistent policies across government towards developing countries.
Challenges
No information is available.
Capacity-building, Education, Training and Awareness-raising
No information is available.
Information
No information is available.
Research and Technologies
The UK participates in the work of the EU, and the Paris and Oslo Commissions to promote the transfer of EST. The UK's Environmental Know-How Fund is a bilateral technical assistance scheme which aims to encourage long term environmental improvement in Eastern Europe, through improving environmental management and institution-building. The budget for this Fund was approximately 2 million for 1995/96. In addition, as a member-state of the EU, the UK has a stake in both the EU and PHARE and TACIS programmes and takes an active interest in their management. (PHARE is the EU's aid scheme for countries of Central and Eastern Europe and TACIS is its counterpart for the countries of the former Soviet Union). The environment is one of the priority sectors under PHARE and environmental projects, including those concerned with EST, are expected to account for 10% of its budget over the next five years.
Following UNCED, the UK launched the Technology Partnership Initiative (TPI) as a practical response to calls by developing countries for increased access to information on environmental technologies. The initiative seeks to encourage transfer of technology and know-how to the rapidly industrialising developing countries by increasing direct business-to-business contacts and by providing business and organisations overseas with information on technology, management techniques and best practices adopted in the UK.
The UK is also contributing to the two year pilot phase of the IEA/OECD Greentie project which aims to provide interested users (mainly developing and newly industrialising countries) with streamlined access to information on "greenhouse gas technologies".
Financing
The UK’s overseas development assistance budget will increase from £2.4m to £3.2m from 1998/99 to 2001/02, approximately 28% in real terms over three years. The UK’s total contribution to the GEF will be £129.8m for the pilot phase and £89.5m for the second phase.
The UK successfully pressed for a fundamental review of the Heavily Indebted Countries (HIPC) Initiative. The UK played a leading role in agreeing the G7 Cologne Debt Initiative, which calls for a doubling of the debt relief provided under the HIPC initiative and the cancellation of aid loans. The UK has forgiven over £1.2bn (worth £5bn in today’s prices) of developing countries’ aid loans.
Cooperation
DFID is supporting the long-term conservation of tropical forests by helping developing countries to manage their forests sustainably for timber production and for all the other goods and services which forests provide. The UK is supporting approximately 154 forestry projects which are either underway or in preparation at a total cost to the development programme of £128m.
DFID’s Sustainable Agriculture Strategy aims to maintain or enhance the productivity of the land and aquatic resource base in support of long-term food security. It focuses on:
DFID has spent over £260 million on sustainable agriculture projects since 1994/5.
* * *
This information was provided by the Government of the United Kingdom to the sixth and eighth sessions of the United Nations Commission on Sustainable Development. Last Update: 5 October 1999.
| United Kingdom | All Countries | Home |
No information is available.
| United Kingdom | All Countries | Home |
Decision-Making: Coordinating Bodies
The central institution responsible for policy on sustainable consumption and production is the Department of the Environment, Transport and the Regions.
Decision-Making: Legislation and Regulations
The Producer Responsibility Obligations (Packaging Waste) Regulations were developed in 1997 to implement aspects of the EC Packaging and Packaging Waste Directive. They place obligations on producers of packaging to ensure the recovery and recycling of a quantity of packaging waste in proportion to the amount they place on the market.
The United Kingdom is also seeking a 30% improvement in residential energy efficiency through implementation of the Home Energy Conservation Act, and to achieve a 15% improvement in energy efficiency on government estates over 5 years. The Government launched a strategy paper in October 1997 which aims to achieve savings equivalent to two million tonnes of carbon by 2010 by moving market sectors (for example domestic appliances) towards better environmental performance.
The Government is committed to reducing the proportion of controlled waste going to landfill from 70% to 60% by 2005, and recover value from 40% of municipal waste by 2005. It aims, through the Producer Responsibility Obligations (Packaging Waste) Regulations, to meet the targets transposed from the Directive: 52% recovery of packaging waste by 2001 and 16% recycling by the same date.
The Government is committed to reducing emissions of CO2 by 20% below 1990 levels by 2010, and will review its targets to take account of the six greenhouse gases included in the Kyoto agreement.
Decision-Making: Strategies, Policies and Plans
The UK Sustainable Development Strategy is currently being reviewed and a new set of national indicators being developed. The new Strategy and the revised package of indicators will be published together before the end of 1998. Work on developing the new indicators is being carried out by seven advisory groups of experts from within and outside government.
The Government has committed itself to developing a framework for sustainable transport. A number of measures, building on earlier work, are already in place, including a commitment to annual increases of 6% in real terms on fuel duty and implementation of EC Auto-Oils standards in 2000, with further measures likely in 2005. A White Paper setting out an integrated transport policy is planned for spring 1998, which will help protect and enhance the environment, foster a strong economy and promote a more inclusive society. Planning Policy Guidance (PPG 13) has been issued to local authorities on integrating land-use planning and transport, which will also be an important aim of the White Paper on integrated transport.
Decision-Making: Major Groups Involvement
Major Groups involved in decision making include business, consumers, central and local government.
Programmes and Projects
The Government has initiated programmes to encourage the efficient use of energy in all sectors in co-operation with the voluntary and industry sectors. It has supported programmes of insulation for low-income households, including the Home Energy Efficiency Scheme, and has helped fund the work of the Environmental Task Force and for the work of the Energy Saving Trust. Other initiatives include "Wasting Energy Costs the Earth", the Energy Efficiency Best Practice Programme for business, and a programme to reduce consumption in the public sector. Going for Green", established by Government in 1996, launched the EcoCal computer programme in 1997 to help people measure the effect of their actions on the environment.
Following the publication of a waste strategy for England and Wales in 1995, and work on strategies for Scotland and Northern Ireland, the new Government will be looking at related issues over the coming year, with a particular emphasis on promoting waste recovery and waste minimisation.
Status
No
information is available.
Challenges
No information is available.
Capacity-building, Education, Training and Awareness-raising
Over the past five years, the Government has also initiated a number of national seminars and debates, sectoral reviews of consumption patterns, national campaigns to raise awareness of sustainable consumption, and has played a leading role in the EC energy labelling and eco-labelling schemes.
Information
No
information is available.
Research and Technologies
No information is available.
Financing
Through core funding of non-departmental executive bodies, core- and project- funding of charitable organisations, and grant payments to individual households.
Cooperation
A number of initiatives have taken place at EC level, including energy labelling, eco-labelling and public information and awareness campaigns.
* * *
This information was provided by the Government of the United Kingdom to the sixth session of the United Nations Commission on Sustainable Development. Last Update: 30 May 1998.
Click here for information on Waste Management Information (Recycling and Packaging)
Click here for the Substitute Fuels Protocol
Click here for a Consultation Paper on the Waste Strategy for England and Wales.
Click here to access the Producer Responsibility Register
| United Kingdom | All Countries | Home |
Decision-Making: Coordinating Bodies
No information is available.
Decision-Making: Legislation and Regulations
Economic instruments have an important role to play in influencing travel choice. The July 1997 budget increased the previous Government’s commitment to increase fuel duties from 5% in real terms a year to at least 6%. By 1999/00, Fuel Duties are expected to raise £23.1 billion. The duty on diesel has been increased compared to that on unleaded petrol to provide a fairer treatment when calculated on an energy or carbon basis and to take account of the effects of emissions on local air quality. The duty differential between Ultra Low Sulphur Diesel and standard Diesel has been increased to encourage the use of this cleaner fuel. And tax differentials have been introduced to favour the use of road fuel gases which have much lower emissions, particularly of particulates, than conventional fuels.
The Government plans to reform the Company Car tax regime to discourage the provision of free fuel and provide an incentive for drivers to choose more fuel efficient cars. A discount on Vehicle Excise Duty (VED) was introduced in the 1999 budget for cars with small engines. By autumn 2000, tax rates for new cars will be based primarily on their carbon dioxide emission rates. And VED for lorries has been reformed to discourage the use of heavy lorries and encourage cleaner ones. Vehicle Excise Duties are expected to raise £4.6 billion in 1999/00.
From 2001, the Government will introduce a Climate Change Levy on the industrial use of energy, following the recommendations of a Task Force led by Lord Marshall. This is expected to raise £1.75 billion in the first year. To protect the competitiveness of UK firms, the Government plans to recycle the revenues through a 0.5% reduction in employers’ National Insurance Contributions and to offer significantly lower tax rates for those energy intensive sectors of the economy which agree targets for improving energy efficiency. The Government has also made more money available to promote energy efficiency.
Following public consultation over a review of the operation of the Landfill Tax, the March 1999 budget announced the introduction of a Landfill Tax escalator. The tax rate will be increased by one pound per tonne until at least 2004, when the National Waste Strategy will be subject to a further revision. The Landfill Tax currently raises £0.4 billion per year. The introduction of an escalator will release more tax credits for contributions to environmental bodies and promote recycling.
The UK government also levies a number of charges which aim to discourage environmentally damaging behaviour. Her Majesty's Inspectorate of pollution (HMIP) levies charges on effluent discharges on certain industrial processes and radioactive substances. The National Rivers Authority levies charges on fly-tipped waste and certain air polluting activities. The Ministry of Agriculture, Fisheries and Food (MAFF) levies charges for disturbance to seas, sea beds and tidal water under the Food and Environmental Protection Act 1990. Industrial rationalisation arrangements under the Montreal Protocol: allows firms to trade quotas to reduce the cost of phasing out CFC production.
The Government is examining the scope for using economic instruments to promote sustainable development in other areas. It has recently published research looking at the environmental costs of the extraction of aggregates, such as noise, dust, visual intrusion, loss of amenity and damage to biodiveristy. The Government believes there is a case, in principle, for an aggregates tax. But before coming to a final decision on whether to proceed with a tax, it is pursuing further the possibility of a package of voluntary environmental instruments by the quarrying industry. The Government has also undertaken a consultation exercise in to the possible impact and design of a tax or charge on pesticides use.
The UK government also levies a number of charges which aim to discourage environmentally damaging behaviour. Her Majesty's Inspectorate of pollution (HMIP) levies charges on effluent discharges on certain industrial processes and radioactive substances. The National Rivers Authority levies charges on fly-tipped waste and certain air polluting activities. The Ministry of Agriculture, Fisheries and Food (MAFF) levies charges for disturbance to seas, sea beds and tidal water under the Food and Environmental Protection Act 1990. Industrial rationalisation arrangements under the Montreal Protocol: allows firms to trade quotas to reduce the cost of phasing out CFC production.
The Government is examining the scope for using economic instruments to promote sustainable development in other areas. It has recently published research looking at the environmental costs of the extraction of aggregates, such as noise, dust, visual intrusion, loss of amenity and damage to biodiveristy. The Government believes there is a case, in principle, for an aggregates tax. But before coming to a final decision on whether to proceed with a tax, it is pursuing further the possibility of a package of voluntary environmental instruments by the quarrying industry. The Government has also undertaken a consultation exercise in to the possible impact and design of a tax or charge on pesticides use.
Decision-Making: Strategies, Policies and Plans
No
information is available.
Decision-Making: Major Groups Involvement
No
information is available.
Programmes and Projects
No information is available.
Status
The UK Government is committed to ensuring that economic growth takes place in a sustainable way which respects the environment and is fair to future generations. In its July 1997 Statement of Intent on Environment Taxation, the UK Government pledged to use economic instruments to achieve environmental objectives where this is an effective way of doing so. Over time, the Government will aim to reform the tax system to increase incentives to reduce environmental damage. That will shift the burden of taxation from "goods" to "bads". To this end, a number of new economic instruments have been developed.
Financing
The UK Government is committed to ensuring that environmental impacts are taken in to account in assessing different policy options. Since 1998, the Treasury has produced a table showing the environmental appraisal of Budget measures. Where possible, any environmental effects will be quantified.
Challenges
No
information is available.
Capacity-building, Education, Training and Awareness-raising
No
information is available.
Information
No
information is available.
Research and Technologies
No
information is available.
Cooperation
No information is available.
* * *
This information was provided by the Government of the United Kingdom to the sixth and eighth sessions of the United Nations Commission on Sustainable Development. Last Update: 5 October 1999.
| United Kingdom | All Countries | Home |
Decision-Making: Coordinating Bodies
No
information is available.
Decision-Making: Legislation and Regulations
No information is available.
Decision-Making: Strategies, Policies and Plans
The UK's White paper on Science and Technology aims to encourage near market research which should stimulate development of new technologies, including environmentally sound technologies (EST), which will then be available for transfer.
Decision-Making: Major Groups Involvement
No information is available.
Programmes and Projects
In June 1994, the UK Government launched an Environmental Technology Best Practice Programme. One of the functions of this programme is to act as a centre of expertise on cost effective environmentally sound technologies, to which UK industry and commerce can refer to questions related to environmental topics and sign posting.
Status
The UK has a fully functioning accreditation system and a rapidly developing market in certification to ISO 14001. By the end of 1997, approximately 500-600 certificates had been issued to UK firms. A grant scheme - SCEEMAS - exists to encourage the adoption of EMS by smaller companies. UK Certification Bodies had also issued a similar number to organisations worldwide - with the largest number being issued in the Far East. As a member of the EU, the UK also participates in the EMAS scheme, and 41 sites had been registered under the scheme by the end of 1997.
Challenges
No
information is available.
Capacity-building, Education, Training
and Awareness-raising
No information is available.
Information
The Joint Environment Markets Unit (JEMU) has been established to increase UK firms awareness of the large and growing market for environmental goods and services, and to assist and encourage UK firms to utilize such opportunities. JEMU is also in the process of establishing a data base of UK suppliers of environmental technology.
Research and Technologies
No
information is available.
Financing
According to OECD figures, 95% of all transfers of technology take place under normal commercial mechanisms. The Government does not intervene in the establishment of venture capital funds to finance the transfer and application of EST.
Cooperation
The UK participates in the work of the EU, and the Paris and Oslo Commissions to promote the transfer of EST. The UK's Environmental Know-How Fund is a bilateral technical assistance scheme which aims to encourage long term environmental improvement in Eastern Europe, through improving environmental management and institution-building. The budget for this Fund was approximately 2 million for 1995/96. In addition, as a member-state of the EU, the UK has a stake in both the EU and PHARE and TACIS programmes and takes an active interest in their management. (PHARE is the EU's aid scheme for countries of Central and Eastern Europe and TACIS is its counterpart for the countries of the former Soviet Union). The environment is one of the priority sectors under PHARE and environmental projects, including those concerned with EST, are expected to account for 10% of its budget over the next five years.
Following UNCED, the UK launched the Technology Partnership Initiative (TPI) as a practical response to calls by developing countries for increased access to information on environmental technologies. The initiative seeks to encourage transfer of technology and know-how to the rapidly industrializing developing countries by increasing direct business-to-business contacts and by providing business and organizations overseas with information on technology, management techniques and best practices adopted in the UK.
The UK is also contributing to the two year pilot phase of the IEA/OECD Greentie project which aims to provide interested users (mainly developing and newly industrializing countries) with streamlined access to information on "greenhouse gas technologies".
* * *
BIOTECHNOLOGY
Decision-Making: Coordinating Bodies
The official body established to deal with legal and policy issues related to the environmentally sound management of biotechnology is the Department of the Environment and the Health and Safety Executive.
Decision-Making: Legislation and Regulations
Legislation has been passed to control all activities involving the use of genetically modified organisms (GMOs) and the marketing of GMO products. Advice on risk assessment and risk management of individual activities is provided to the Government by independent, statutory, expert committees, which also provide written guidance about how to achieve safety. These mechanisms contain principles on biotechnology risk assessment and management and have been complied with and updated periodically. An EU Regulation on novel food and novel food ingredients came into effect in May 1997 and will control foods produced from GMOs.
Decision-Making: Strategies, Policies and Plans
No
information is available.
Decision-Making: Major Groups Involvement
No information is available.
Programmes and Projects
The UK has specific policies to promote the use of traditional and modern biotechnologies. The Department of Trade and Industry's Biotechnology Means Business programme promotes the use of modern biotechnology by industry to improve competitiveness and enhance environmental performance, e.g., the use of living organisms as an alternative to chemicals in processes, (i.e. cleaning up contaminated land or water, etc.). Policy initiatives for the environmentally sound management of biotechnology have resulted in the establishment of regulatory authorities, expert advisory committees and research programmes to target risk assessment and risk management.
There are three significant programme projects on environmentally sound management of biotechnology. The first project is publication of guides about making proposals to conduct gene therapy on human subjects and the establishment of an advisory committee on gene therapy. The second project is ongoing research to assess the economic and environmental costs and benefits of biological and non-biological remediation methods. The national body responsible for these two projects is the Department of the Environment. National level funding for this project is approximately 50,000 and the project has a professional staff. The third project, the Crop Molecular Genetics Programme, is the responsibility of MAFF and has a budget of 1m.
Status
No
information is available.
Challenges
No information is available.
Capacity-building, Education, Training and Awareness-raising
The National Biotechnology Conference, in March 1997, was held to facilitate public debate about various aspects of biotechnology. There are no specific policies or plans in place to promote the use of traditional and modern biotechnologies in agriculture or food but the Government has been active in supporting educational initiatives to enhance awareness and understanding. For example, the Ministry of Agriculture, Fisheries and Food (MAFF) has funded the Biotechnology Information Transfer Club (targeted at the food industry) and has produced a booklet on genetic modification and food as part of its 'Foodsense' information programme for consumers. MAFF also jointly funds school teaching material.
The Medical Research Council has commenced work on school resource materials and exhibitions on genetics for public interest groups and the Biotechnology and Biological Sciences Research Council (BBSRC) works with schools science organisations, education authorities, science advisors and teachers. Finally, as part of its FoodFuture Initiative, the Food and Drink Federation has entered into partnership with the Institute of Food Research and the Science Museum with the support of the BBSRC. MAFF has funded work under this initiative to set up an interactive touring exhibition designed to inform the general public about biotechnology. This was launched on 20 November, 1997.
The Department of Trade and Industry (DTI) has announced a public consultation exercise on the issues arising from developments in genetic and biological sciences.
Information exchanged at national and community levels with regard to the procedural requirements for the safe handling, management and conditions of release of biotechnology products are organised so that all applications to release GMOs are advertised and details are placed in public registers. The registers also contain expert advice and the final decision about each application for consent, including any conditions and limitations attached to the consent.
Information
No
information is available.
Research and Technologies
There are a number of LINK programmes that promote industrial collaboration in environment-related biotechnology research and development within the UK. These are Biological Treatment of Soil and Water, Technologies for Sustainable Farming Systems, Sustainable Livestock Production, Horticulture, Aquaculture, and there is a new programme on Arable Crops.
The BBSRC supports four interdisciplinary research centres: Advanced Centre for Biochemical Engineering, University College of London, Centre for Genome Research, University of Edinburgh, Oxford Centre for Molecular Sciences and Sussex Centre for Neurosciences, University of Sussex at Brighton. The BBSRC also supports research in a large percentage of UK universities. The Council supports basic and strategic research programmes in biotechnology underpinning the biology based industries.
The Health and Safety Executive have 470 centres which carry out activities involving the contained use of genetically modified organisms. Some of these are industrial and the remainder are universities and research institutes. The Department of Environment has granted consent to release genetically modified organisms to 19 organizations, of which approximately 75% are from industry. Overall, there are many large and multi-national companies with substantial biotechnology interests.
In addition, there are approximately 150 small and medium-sized enterprises whose operations are based on biotechnical research and development.
Financing
The total budget of the BBSRC for 1994/95 is 157m. The Department of Trade and Industry (DTI) allocated approximately 1,5m per year directly to research institutions that focus on biological research and development. In addition, much of DTI's approximately 7,5m annual biotechnology research and development grants support industrial research contracts placed in universities.
Cooperation
The UK and the Netherlands have jointly developed draft international technical guidelines on safety in biotechnology in conjunction with international experts and organizations.
* * *
This information was provided by the Government of the United Kingdom to the sixth session of the United Nations Commission on Sustainable Development. Last Update: 30 May 1998.
Click here to link to biosafety web sites in the United Kingdom.
Click here to go to the Web Site of UNEP=s International Register on Biosafety.
Click here to go to the Web Site of UNEP=s International Register on Biosafety.
Click here to link to biosafety web sites in the European Union.
| United Kingdom | All Countries | Home |
Decision-Making: Coordinating Bodies
No information is available.
Decision-Making: Legislation and Regulations
No information is available.
Decision-Making: Strategies, Policies and Plans
No information is available.
Decision-Making: Major Groups Involvement
No information is available.
Programmes and Projects
In June 1994, the UK Government launched an Environmental Technology Best Practice Programme. One of the functions of this programme is to act as a centre of expertise on cost effective environmentally sound technologies, to which UK industry and commerce can refer to questions related to environmental topics and sign posting.
The UK has a fully functioning accreditation system and a rapidly developing market in certification to ISO 14001. By the end of 1997, approximately 500-600 certificates had been issued to UK firms. A grant scheme - SCEEMAS - exists to encourage the adoption of EMS by smaller companies. UK Certification Bodies had also issued a similar number to organisations worldwide - with the largest number being issued in the Far East. As a member of the EU, the UK also participates in the EMAS scheme, and 41 sites had been registered under the scheme by the end of 1997.
The Joint Environment Markets Unit (JEMU) has been established to increase UK firms awareness of the large and growing market for environmental goods and services, and to assist and encourage UK firms to utilize such opportunities. JEMU is also in the process of establishing a data base of UK suppliers of environmental technology.
Status
No information is available.
Challenges
No information is available.
Capacity-building, Education, Training and Awareness-raising
No information is available.
Information
No information is available.
Research and Technologies
No information is available.
Financing
No information is available.
Cooperation
No information is available.
* * *
This information was provided by the Government of the United Kingdom to the sixth session of the United Nations Commission on Sustainable Development. Last Update: 30 May 1998.
Click here for information on National Environment Programme for Water Companies
Click here to access the Producer Responsibility Register
| United Kingdom | All Countries | Home |
Decision-Making: Coordinating Bodies
The Department of the Environment,
Transport and the Regions (DETR) is responsible for overseeing the national transport
strategy. The regional administrations in Scotland, Wales and Northern Ireland have
responsibilities on prescribed matters. Local Authorities and the London Mayor have
responsibility for decision-making at the regional and local level. The Highways Agency maintains, operates and
improves trunk roads and motorways in England on behalf of the Secretary of State for the
Environment, Transport and the Regions.
The Strategic Rail Authority (SRA) has been set up to plan the operation and expansion of the rail network and oversee the performance of the private sector train operating companies. The Rail Regulator sets the level and structure of charges that Railtrack plc, the private sector owners of the track and stations, can make for access to the network. Both operate under guidance from DETR.
The
DETR is responsible for overseeing the overall national strategy for transport, and has
responsibility, through its agencies, for railways and strategic roads. The Department is also responsible for spatial
planning, environmental, regional, urban, construction and other policies. Decisions on these matters are coordinated
internally based on an integrated approach to policy-making and in accordance with the
Department’s overall sustainable development objectives. Decisions on other relevant matters, such as
energy and taxation policies, are taken across government through collective
decision-making processes, coordinated by the Cabinet Office.
As stated above, the DETR is responsible for overseeing the overall national strategy for transport, and has responsibility for railways and strategic roads. It also provides the majority of public funding for transport.
The creation of the
Maritime and Coastguard Agency in 1998 has enabled the provision of a more integrated
approach to marine safety.
Decision-Making: Legislation and Regulations
In
1998 the Government released a White Paper entitled “A
New Deal for Transport: Better for Everyone”, (available on the internet at http://www.detr.gov.uk/itwp/paper/index.htm
) which set out its commitment to create a better, more integrated transport system
to tackle the problems of congestion and pollution. This is complemented by the Transport
Bill, introduced in the House of Commons on 01 December 1999, which aims to improve local
passenger transport services, and reduce road congestion and pollution. The Transport (Scotland) Bill is currently before
the Scottish Parliament.“Transport 2010: The 10 Year Plan”, published in July
2000, sets out a programme and resources to put these policies into practice.
European emission standards
Environmental standards for road vehicles and fuels are agreed at a European level – although UK policy has often been to introduce and/or incentivise these standards before their Europe-wide implementation date. Significant improvements in vehicle & fuel technology have combined to produce a reduction in emissions of local air pollutants from road vehicles of around 50% over the past decade. This, combined with the introduction of even more stringent standards over the next few years will mean another 50% drop over the next decade.
· Fuel duties – the UK government offers reduced rates of taxation on cleaner road fuel gases. It also offers reduced rates on more environmentally friendly conventional fuels, such as Ultra Low Sulphur Petrol and Ultra Low Sulphur Diesel.
Vehicle Excise
Duty (VED) – the UK government is reforming Vehicle Excise Duty for new cars. Under
the new system the level of the payment will be based on the CO2 emissions of
the car. A small supplement will be required from owners of diesel cars to reflect the
fact they produce slightly higher levels of air pollutants and a small discount will be
offered for cars running on cleaner alternative fuels. Electric cars, which in future will
include vehicles powered by fuel cells, pay only £40 in VED (more than £100 less than an
owner of a vehicle running on conventional fuel).
Company car taxation – the UK government is also reforming the taxation of
company cars. This will also be graduated according to the CO2 emissions of the
car. Again a small supplement offered on diesel and a small discount will be offered on
alternative fuels.
Decision-Making: Strategies, Policies and Plans
The
10 Year Plan for transport recognises that increased economic activity and rising incomes
has generated higher demand for personal travel and the transport of goods and services. This, in turn, has led to overcrowding and
congestion in some areas, mainly urban areas, London in particular. The Plan recognises the need to tackle the growing
problem of congestion – on both roads and railways – and to make public
transport a more attractive option. Since the
1950s, bus patronage has declined by two-thirds. However,
there are signs that this decline has now ended. Rail
use has increased by 17% in terms of rail passenger journeys and 22% in terms of freight
moved by rail since 1997.
The
Plan recognises the need to improve rural transport services, where low population
densities increase the cost per head of providing such services, thus limiting provision. At present, only 36% of households in rural areas
in England are within a ten minute walk of a regular bus service, compared with 94% in
urban areas.
However, the need for investment in the transport system is now being addressed through the Government’s White Paper “A New Deal for Transport: Better for Everyone”, “Transport 2010: The 10 Year Plan”, and the Transport Bill currently passing through Parliament.
The overall
Strategy concerning the transport system is set out in “Transport 2010:
The 10 Year Plan”, and the Government’s White Paper on the
future of transport “A New Deal for Transport: Better for Everyone”. The White Paper addresses the UK as a whole; “Transport 2010: The 10 Year Plan”
applies to Great Britain as a whole with regards to railways, and to England for all other
transport issues. These two papers outline
the integrated strategy for urban planning, rural development, and transport
infrastructure. In addition, the Government
is soon to issue an Urban White Paper and a Rural White Paper, both of which were produced
in conjunction with the 10 Year Plan.
Government
policies on spatial planning, and in particular Planning Policy Guidance note 13, which
addresses transport issues, have been revised to promote more sustainable patterns of
development which reduce the need to travel, especially by car.
The UK’s draft national climate change programme, published in March 2000 and currently being revised, includes a number of measures aimed at reducing emissions of greenhouse gases from the transport sector.
Regional
Planning Bodies must develop Regional Transport Strategies, and these provide the regional
context for Local Transport Plans, which local authorities are required to produce. The funding provided to the local authority for
transport from central Government is determined in light of these plans.
In
London, the Mayor is required to develop and implement a transport strategy for London, in
consultation with the Greater London Assembly, the 33 London boroughs, businesses and
other stakeholders.
The Government has committed itself to developing a framework for sustainable transport. A number of measures, building on earlier work, are already in place, including a commitment to annual increases of 6% in real terms on fuel duty and implementation of EC Auto-Oils standards in 2000, with further measures likely in 2005. A White Paper setting out an integrated transport policy is planned for spring 1998, which will help protect and enhance the environment, foster a strong economy and promote a more inclusive society. Planning Policy Guidance (PPG 13) has been issued to local authorities on integrating land-use planning and transport, which will also be an important aim of the White Paper on integrated transport.
The Government's long- and short-term goals in transport are the following:
Expansion and modernisation of Transport Infrastructure- Long-term goals:
Rail
Modern trains and
more attractive, secure stations;
Modernisation and
increased capacity on the West Coast and East Coast Main Lines;
Completion
of the high speed Channel Tunnel Rail Link, also serving Kent and the Thames Gateway;
Improved commuter
services in London and other cities;
Upgrading of
freight routes to major ports;
Installation of
new train safety systems.
Roads:
Widening
of 360 miles of the strategic road network to ease bottlenecks;
80
major trunk road schemes to improve safety and traffic flow at junctions;
100
new bypasses on trunk and local roads to reduce congestion and pollution in communities;
130
other major local road improvement schemes;
Completion of 40
road schemes in the Highways Agency Targeted Programme of Improvements;
60%
of the trunk road network given lower noise surfaces;
Elimination
of the maintenance backlog for local roads, bridges and lighting;
HGV
lanes on congested strategic routes;
Locally
across England:
Up
to 25 new rapid transit lines in major cities and conurbations, more than doubling light
rail use;
Extensive
bus priority schemes, including guided bus systems and other infrastructure improvements;
Urban
Bus Challenge Fund to improve links to deprived urban areas;
More
cities and towns with park and ride schemes;
Safer
cycling and walking routes.
Decision-Making: Major Groups Involvement
The UK Government
is committed to involving the public in policy-making and decisions on the provision of
public services, and has a policy of actively consulting on all major policies. Local authorities are required to consult actively
on Local Transport Plans.
An independent body – the Commission for Integrated Transport (CfIT) – has been set up to provide independent advice to Government on the implementation of integrated transport policy, to monitor developments across transport, environment, health and other sectors and to review progress towards meeting our objectives. The Commission advises on developments in Europe, and identifies and disseminates examples of best practice from home and abroad.
In
January 2000 the Motorists’ Forum was established to give motorists a voice in the
development of integrated transport policy. It seeks to maximise consensus on the
role of the car in the context of the Government's integrated transport strategy and will
be looking to help address the adverse problems of congestion and pollution.
One important role of the Forum will
be to look at how technology can deliver safer, smarter and more environmentally-friendly
vehicles. The Forum will work closely with the CfIT.
In 1999 the Road Haulage Forum was
set up to enable closer Government and industry co-operation in assessing the
competitiveness of the industry and discussing ways to enhance it.
The passenger has been given a more effective voice through membership of the SRA, stronger Rail Passengers’ Committees, new statutory arrangements for the London Transport Users’ Committee, and new provisions in the Transport Bill on consultation. There was also extensive public consultation on the Government’s White Paper “A New Deal for Transport: Better for Everyone”. Over 20,000 copies of the Paper were distributed to both representative groups and individuals, and over 7,000 responses were received.
Public
and private partnerships are being actively encouraged in many areas of transport, and
will provide the funding for delivering much of the 10 Year Plan. On the railways, the Strategic Rail Authority will
decide what quality and capacity improvements are needed and will monitor delivery of
these obligations on behalf of passengers and taxpayers.
The SRA will work to directions and guidance from Ministers. The Rail Regulator will set the level and
structure of the charges that Railtrack can make for access to the network, will ensure
that the company does not abuse its monopoly position and enforce its network licence
conditions. The Regulator will be subject to
general guidance from Ministers and have a duty to facilitate the SRA’s strategies,
but will otherwise be independent. Railtrack
plc is the private sector owner of the track and stations and so has a key role in
expanding the network to meet the obligations of its licence, and private passenger and
freight operators provide train services.
Public-Private
Partnership contracts are currently being negotiated for the London Underground. These are likely to run for 30 years, and will
mean that the private sector will be responsible for delivering a programme of renewals
and maintenance. Operation of the
Underground will remain within the pubic sector. We
are also bringing in £3.3 billion of private sector investment for the
£6 billion
Channel Tunnel Rail Link.
The
National Air Traffic Services Public-Private Partnership will provide a genuine partnership
between the public and private sectors, levering in £1.3 billion of private investment
over the next 10 years to complete a two-centre strategy at Swanwick and Prestwick. Many of our airports and virtually all of our air
services are privately operated.
The UK has a successful track record of public and private partnerships for trunk roads. We expect that around 25% by value of current and new major schemes will be procured using private finance contracts, including Design, Build, Finance and Operate (DBFO) contracts. The Highways Agency is also developing new procurement approaches for maintenance so as to introduce long-term maintenance contracts on DBFO lines.
Programmes and Projects
The
UK Government-backed Motorvate scheme is designed to help
companies cut their fleet fuel costs and at the same time improve their environmental
performance. Motorvate sets core targets of reductions in carbon
dioxide emissions and reduced business mileage over a three-year period. Participating fleets are offered fleet management
guidance, a telephone advice service, and on-site assistance. Further details of the scheme can be found at www.greenerfleet.org.uk. The government is also
seeking to improve fuel efficiency and reduce CO2 emissions through changes in
the taxation of road vehicles – for example through its reform of Vehicle Excise Duty
& Company Car Taxation, detailed in answer 5.
The Government is promoting greater
fuel efficiency within the distribution (and bus) industries through the Energy Efficiency
Best Practice Programme (EEBBP). The
programme encourages the uptake of best practice through free advice to hauliers and
logistics companies on:
·
Available
fuel efficiency measures; with
·
Impartial
assessment of their costs and benefits;
·
Guidance
on their implementation;
·
Information
on benchmarking vehicle performance;
·
Promotion
of driver training, vehicle routing and scheduling and vehicle maintenance.
These are supported by a series of fuel efficiency workshops. The Programme has also been expanded to include a helpline service which provides transport site specific advice and, for small and medium sized enterprises, a free half day visit from a consultant.
Status
In
England, 60% of the poorest 20% of households have no car, and 55% of those over 70 years
of age live in a household with no car. Women
and those under 20 years are also more reliant on public transport. It is these groups that are therefore most in need
of an improved public transport system.
The
scale of London and the complexity of its transport system, coupled with the high level of
demand, mean that transport problems in London are of a different magnitude from those in
any other metropolitan area in the country. London
experiences the most intense and widespread traffic congestion in the country, and more
journeys are made on the London Underground each weekday than on the entire rail network
in the UK. Road accidents in many parts of
London are significantly higher than the national average, and air quality is lower.
Addressing the capital’s transport problems is therefore a priority concern under the
10 Year Plan.
Low
population densities in rural areas increase the cost per head of providing public
transport, which limits its provision. Currently,
only 36% of households in rural areas in England are within a ten minute walk of a regular
bus service, compared with 94% in urban areas. Rural
areas are therefore a priority in developing an improved transport system.
Peripheral regions can often be disadvantaged in terms of transport links, and so regional policies of both the UK and the EU are aimed at ensuring better transport links to such areas.
The
target of the country is to reduce the number of people killed or seriously injured in
road accidents by 40%, and children by 50%, over the next decade. The strategy for achieving this target is set out
in “Tomorrow’s Roads – Safer for
Everyone”. We have also reviewed
speed management, and issued guidance on safer travel to schools.
Passenger
numbers through UK airports are projected to increase by 50% by 2010, and freight traffic
by almost 100%. The Integrated Transport
White Paper set out the Government’s desire to see an increase in the proportion of
journeys to airports undertaken by public transport, and announced the Government’s
intention to prepare a new UK airports policy looking 30 years ahead. It also referred to the need to bring forward new
policies on civil aviation. This work will be
bought together in an Air Transport White Paper, which will provide a long-term framework
for the sustainable development of air transport in the UK.
The rail industry
has committed to a package of safety improvements including speeding up work on installing
train protection, improved driver training, and further action to reduce incidents of
signals passed at danger. The 10 Year Plan
envisages the industry installing the Train Protection and Warning System across the
network by the end of 2003 at the latest and fitting full automatic train protection on
higher speed lines as they are upgraded. The
UK may bring within the Plan further measures subject to the findings of current enquiries
into recent rail crashes.
The substantial increase in local transport funding envisaged over the period of the 10 Year Plan will enable local authorities to bring forward significant expansion of schemes to make walking and cycling safer and easier. A National Cycle Network is currently being set up to encourage growth in cycling. We will be looking to local authorities to create more traffic-calmed 20 mph zones, particularly around schools and residential areas, to encourage walking. We are also evaluating a number of ‘Home Zones’ – residential areas treated with traffic calming and other measures, which aim to improve residents’ quality of life and improve safety.
Sustainable fuel consumption
Figures for 1998
show that the following amounts of fuels were consumed for transportation purposes:
·
Unleaded petrol
17,162 thousand tonnes
·
Lead replacement
petrol
4,686 thousand tonnes
·
Diesel
15,143 thousand tonnes
·
LPG/CNG
3.4 million kilos
Leaded petrol was banned from sale in the UK from 1st January 2000.
Further improvements are also needed
for commercial vehicle fuel efficiency. The
UK Government is committed to improving the efficiency of freight transport operations as
part of its sustainable distribution strategy.
In the longer term, the UK is working
to develop and promote new, cleaner and more fuel efficient vehicles and alternative
fuels.
A key objective of “Transport 2010: The 10 Year Plan” is to
contribute to further reductions in air pollution and to contribute to meeting the
UK’s climate change targets to reduce greenhouse gas emissions. It is believed that further savings in emissions
can be achieved with further improvements in vehicle efficiency and new technologies. The UK will more than double its annual spending
on cleaner vehicle initiatives by 2003/4, and will strengthen projects already underway to
encourage fleet managers to operate gas and electric vehicles, and to fit pollution
reduction equipment to existing bus, taxi and lorry fleets. The UK will also increase support to encourage
the early introduction of hybrid and fuel cell vehicles, and will be reviewing how best to
use economic and other measures to bring these technologies to the mass market.
| Source | PM10 (Kt) | NOx (Kt) | CO2 (MtC) |
| Road Transport | 50 | 905 | 35 |
| Railways | <1 | 24 | 2 |
| Civil Aircraft | <1 | 17 | 1 |
| Shipping | <1 | 67 | 1 |
UK emissions from transport –
1997
Road transport is one of the major
sources of air pollution in the UK, especially in urban areas. It makes a significant
contribution to emissions of nitrogen dioxide, the pollutant for which UK air quality
objectives are likely to be most difficult to meet. Levels of traffic have grown
significantly in recent years, but the consequent increase in pollutants has been offset
by progressively tighter EU vehicle emissions standards. Further improvements are expected
for the tighter EU fuel and vehicle standards introduced for 2000 and 2005.
The transport sector is also the
third largest source of greenhouse gas emissions in the UK. More importantly, as levels of
road traffic grow, it is the fastest growing source. Although significant reductions are
being achieved in vehicle emissions as a result of more efficient engine technology and
improvements in fuel quality, these are being offset to some extent by the increase in
road transport.
Development of Alternative Transport
Modes: Long-term goals
The Government
aims to develop safer cycling and walking routes, more 20 mph areas and Home Zones for
safer roads, particularly around schools. Our target is to treble the number of cycling
trips from their 2000 level by 2010. Local
Transport Plans are expected to include strategies to secure substantial increases in
cycling and walking.
The
Government also aims to develop up to 25 new rapid transit lines in major cities and
conurbations, more than doubling light rail use over the next 10 years.
Upgrading the vehicle fleet
The UK has established a Cleaner Vehicles Programme to reduce emissions of local air pollutants from older vehicles operating in urban areas with air quality problems. The programme provides grants towards the cost of converting existing vehicles to run on cleaner fuels or of fitting them with emissions reduction equipment such as catalytic converters and particulate traps. This programme is a short-term initiative given that the vehicle parc is becoming increasingly clean as older more polluting vehicles are scrapped and replaced by cleaner vehicles.
Challenges
Tackling congestion and pollution from road traffic presents the most immediate challenge for UK policy makers in terms of increasing efficiency and reducing emissions. As noted above, road transport is the fastest growing source of greenhouse gas emissions and still a major source of air pollution in urban areas.
The
problems we face are in part connected with success.
Increased economic activity and growing incomes generate higher demand for
personal travel and the transport of goods and services.
Between 1968 and 1998, passenger travel and freight moved almost doubled, a
rise closely linked to economic growth. People
are choosing to spend more of their increased disposable income in ways that generate
transport demand. However, the
Government’s White Paper “A New Deal for
Transport: Better for Everyone” and “Transport
2010: The 10 Year Plan” both
recognise the need to ensure that increased mobility does not undermine our quality of
life. They seek to address the problems associated with increased demand for travel and
the need for increased investment in the transport systems in the UK.
The growth of road traffic as a result of economic growth is probably the largest obstacle to meeting environmental targets related to transport. Traffic growth offsets environmental improvements made to the specification of vehicles and fuels.
Alternative
fuels and technologies
There is a range of
cleaner fuels and technologies that can offer reduced emissions compared to conventional
petrol and diesel vehicles. Examples include
road gas fuels and electric, hybrid and fuel cell vehicles.
However, there are a number of obstacles to the wider use of these fuels and
technologies outlined below:
Road gas fuels eg:
liquefied petroleum gas, natural gas
Gas vehicles carry a price
premium over the equivalent petrol or diesel vehicle ranging from £1500 for an LPG car to
£30,000 for a CNG truck. If manyufacturers
start to mass produce gas vehicles then the price premium is expected to reduce
significantly. The refuelling infrastructure
for gas vehicles is also limited, though imporving rapidly in the UK in the case of LPG.
Electric vehicles
Electric vehicles have a high capital
cost due to the high cost of batteries. Their
limited range and perfromance restricts their application to niche markets eg: urban
delivery vehicles. Relatively long recharging
times reduce their attractiveness to fleet operators.
Few electric vehicles are available in the UK.
Hybrid vehicles
Fuel
cell vehicles
·
Uncertainties
over feed fuel for fuel cell – candidates include hydrogen, gasoline, methanol,
natural gas
·
High
cost of fuel cell vehicles compared to petrol/diesel technologies
Capacity-building, Education, Training and Awareness-raising
The UK government runs advertising
campaigns aimed at raising people’s awareness of the impact of transport on the
environment – for example, by encouraging people to use their cars less and/or use
them in a less environmentally damaging way. These messages are spread through a variety
of different media – TV and radio ads, promotions in national press, road shows and
posters sites.
Local Agenda 21 (LA 21) is the process by which local authorities work with their wider communities towards sustainable development, and is about managing and improving the local authority’s sustainability performance, as well as awareness raising and education across its area, consulting and involving the community, partnership working with other agencies, and measuring, monitoring and reporting progress.
Local
authorities are currently working on producing LA 21 strategies. In producing these strategies, themes relevant to
transport which the local authority should consider include encouraging necessary access
to facilities, services, goods and other people in ways that make less use of the car and
minimise impacts on the environment. In doing
this, local authorities may be engaged in initiatives to promote public awareness of the
impact of transport on the environment and alternative modes of travel.
The Transport Bill aims to improve bus services and guarantee free bus passes for all pensioners and disabled people entitling them to half fares. Bus Quality Partnerships have also been developed whereby operators and local authorities work together to improve bus services and related facilities. These will be placed on a statutory basis through the Transport Bill. Quality Partnerships in 120 towns and cities to date have generated increases in bus usage of 10-20%. The requirement for local authorities to produce Local Transport Plans should also lead to improved public transport provision, thus encouraging its use, and should lead to a promotion of cycling and walking.
There are many Government and local authority road safety publicity and information campaigns each year. Nationally the most notable might be those aimed at reducing speeding and drink-driving. In terms of road safety "education", the main audience is children. DETR has recently re-issued its leaflet "Lesson for Life" which offers advice to parents on how and what to teach their children about road safety as they grow up. The Department has also produced a highway code for young road users called "Arrive Alive", which covers many aspects of road safety including the well-known and well-used "Green Cross Code" about how to cross roads carefully and safely. Road safety messages aimed at children will have a positive impact on how their parents and other members of their family behave too.
Learning
about sustainable development is a key part of a broad and balanced education. We believe the role of the Government is to
support sustainable development education in the classroom and beyond; and to listen to
the advice of environmental and educational experts and ensure that accurate information
is made available to young people. That
information enables them to decide what they can do to contribute to the protection of the
environment, and act upon those decisions.
In Personal,
Social and Health education, pupils learn about what improves and harms their local,
natural and built environments. In design and technology, they learn how to take into
account the environmental impact of the products they design and make. In Citizenship, they are taught about global
environmental issues, and in history, about the impact of changes in work and transport on
society and the environment.
DETR has commissioned consultants to develop a database of classroom materials relating to school travel issues. The database will be accessible via the internet in the autumn of 2000, on DETR’s school travel web-site.
There
is a growing number of resources available for teachers wishing to integrate work on
travel and transport issues in the national curriculum.
The Sustrans Safe Routes to School
Teachers’ Resource Folder includes materials on transport and the environment,
and the Nottinghamshire TravelWise teachers’
pack produced by Nottinghamshire County Council looks at travel and transport issues such
as health, pollution and congestion. The National Society for Clean Air publishes a Transport Emissions Assessment for Schools pack
which helps schools calculate the amount of pollution their journeys to school produce.
The Department for Education and Employment is developing two pieces of school travel software. A car-sharing database which will enable schools to identify parents who are willing to share the car journey to school, or escort children to school by public transport, on foot or cycling. And mapping software which will enable pupils to map safer, healthier and more sustainable routes to school, identify dangers and find alternatives. The mapping software will come with a manual to help teachers use the software in conjunction with National Curriculum subjects. Both pieces of software will be made commercially available to primary and secondary schools from October 2000.
Transport operators are responsible for their own training programmes within the framework of the strict regulatory standards and safety codes that apply to each sector.
Information
The overall policy framework and spending plans are set out in Government guidance, including the recently published “Transport 2010: The 10 Year Plan”. This is available on the internet at http://www.detr.gov.uk/trans2010/index.htm.
For more information on waterways, please see the UK Government’s paper on inland waterways policy available on the internet at http://www.detr.gov.uk/environment/bw/tomorrow
Databases covering details of bus, long distance coach and taxi operations are
maintained by DETR. These are based on regular surveys of bus and coach operators and
local taxi licensing authorities. In addition., DETR conducts an annual National Travel
Survey that monitors all types of travel by households in Great Britain.
The performance of the rail network is
measured in terms of passenger journeys and passenger kilometres; and freight tonnes
lifted and freight tonnes moved (tonne-kilometres). This information is provided by the
train operating companies. The Civil Aviation Authority collects similar information from
UK airports and airlines about international and domestic air travel. Detailed information
about freight moved on UK roads is obtained by means of a continuous sample survey carried
out by DETR. For foreign and domestic maritime transport, detailed information about
freight and passenger traffic is collected from UK ports.
Information on road condition in England and Wales is collected through the National Road Maintenance Condition Survey. This has three main elements: an annual visual survey of some 11000 randomly chosen sites. This is carried out by local authority staff or by consultants employed by the relevant local authority, and data processing is carried out centrally by DETR. All classes of road are covered except for motorways; a structural survey of principal roads. This is carried out by a firm of consultants under contract to DETR; and the collection of data on skid resistance.
Details of all
road accidents which involve personal injury are collected by the police to an agreed
standardised format. This data is forwarded
to the DETR monthly. The Department maintains a database of all reported accidents since
1979.
Vehicle
Emissions
Data on air emissions from vehicles is contained in the UK National Atmospheric Emissions Inventory (NAEI). The NAEI is the standard reference air emissions inventory for the UK and it includes emission estimates for a wide range of important pollutants including the greenhouse gases, regional pollutants leading to acid deposition and photochemical pollution, persistent organic pollutants and other toxic pollutants such as heavy metals. It shows, where possible, emission trends from 1970 to1997.
The NAEI provides the UK air emission data for submission to international bodies such as the UNECE, UNFCCC and the EC. The report of the NAEI is published on an annual basis and one of the appendices to the report summarises the methodology of the inventory, including that used for the vehicles component. The annual report is available on the Department of the Environment Transport and the Regions’ (DETR) Internet website. Access to the National Air Quality Information Archive can be gained via:
http://www.environment.detr.gov.uk/airq/aqinfo.htm. The report can be found under “Emissions”.
The Information archive also includes emissions data, emission maps, and it also contains a report detailing all the base data from which the projections of future air emissions from road transport are derived.
Local
air pollution information
The DETR provides an air pollution information service on behalf of the Government and the devolved administrations. The DETR disseminates hourly air pollution information from over 105 monitoring sites across the UK to the public and the media. The data is made available through the television (CEEFAX, TELETEXT) and the Internet. The Department also funds a free-phone telephone line (0800 536677). Towards the end of 2000 the Department will be undertaking a public consultation exercise to assess the way in which air pollution information is made to the public.
Traffic Conditions: Motorways and all-purpose trunk roads
MIDAS
(Motorway Incident Detection and Automatic Signalling) collects data from loop detectors
and automatically sets VMS signals. These
signs can also be set manually by the police.
In the Controlled Motorway project mandatory variable speed limits are used to smooth the flow of traffic and reduce congestion when appropriate circumstances are detected.
The Highways Agency is developing a Traffic Control Centre system which will provide roadside information direct to drivers, via a national network of variable message signs, advising them of conditions on the network and/or suggesting alternative routes or modes of transport as appropriate. It will also provide a specified range of quality traffic and travel information to customers. It aims to increase significantly the availability of up to date and reliable travel information which will give travellers the information with which they can make choices about when and how they make a journey. This should result in a better match between demand and road capacity.
Information on motorway lane closures and traffic conditions for the M25 can currently be accessed via the Highways Agency website: www.highways.gov.uk . This and other information can also be obtained also by telephoning the Highways Agency’s Information Line on 0345 50 40 30.
Local highway authorities/local authorities
In Bristol, the ELGAR (Environment Led Guidance and Restraint) project gives travel advice to drivers and message signs alongside the highway advise using park and ride services if air quality is poor.
The EQUAL European project involved
authorities in seven European countries. Leicester City Council, the UK participant, has a
web site which provides a real-time traffic congestion map using information from sensors
on Leicester's streets. It also adapts live CCTV images and real-time information about
car park occupancy for presentation on the Internet and enables access to real-time
information from air quality monitors around Leicester. The site address is http://www.leicesterequal.co.uk/
In
late 2000 “Traveline”will be launched. This
is a single telephone service to give people timetable information on all forms of public
transport. This will be a step on the way to
a more comprehensive transport information service, available on the internet,
provisionally called “Transport Direct”. By
2003 this service is expected to include: real-time
train operating information; real-time information on many local bus services; multi-modal
travel information on the internet, covering road journeys as well as public transport
modes at a single point of contact; booking of long-distance multi-modal journeys on the
internet; and development of internet-based maps.
The “smartcards” have the potential to help improve the efficiency of public transport by facilitating through-ticketing. In addition, we will be encouraging the use of Intelligent Transport Systems, and we are introducing a new Traffic Control Centre and roadside infrastructure systems to manage traffic on the trunk road network. Drivers will get up-to-date information on variable message signs on gantries or through in-car units. This should result in improved journey time reliability and a reduction in congestion.
Research and Technologies
The DETR encourages and funds a wide range of research to support the following relevant policy objectives:
Protect and improve the environment and integrate the environment with other policies across Government and internationally;
Promote modern and integrated
transport for everyone and reduce the impact of transport on the environment.
- Engineering and Physical Sciences Research Council
- Economic and
Social Science Council
- National Environment Research Council
The devolved administrations also
carry out research that is relevant to their functions.
In addition, a number of UK
universities carry out research on transport and traffic as do a range of private sector companies and consultants. The UK participates in a number of European Union
research programmes, including the EU Framework Programmes, COST (European Co-operation in
Science and Technology) and in OECD research.
Further details of the DETR research programmes can be seen at http://www.detr.gov.uk.
Powershift
programme
Since
1996 when the programme started Powershift has helped to part fund the purchase of over
3000 vehicles. In the current financial year (April 2000 – March 2001) the programme
expects to fund over 6000 vehicles with the main increase in demand being for light duty
LPG cars and vans.
More recently Powershift
has started to consider the promotion of fuel cell and hybrid technologies that offer
significant energy efficiency and emissions advantages over conventional vehicles. This is set to continue.
Other
programmes.
The UK’s Foresight
Vehicles Initiative aims to promote the development of motor vehicle technology that is
significantly more environmentally friendly and capable of meeting mass market
requirements of safety, performance, cost, and desirability. The programme funds projects researching areas
such as hybrid and electric vehicles including fuel cells technology.
Transport 2010: The 10 Year Plan”
outlined a number of new systems that will be employed by the Highways Agency over the
next ten years to improve the real-time management of traffic on our strategic road
network (i.e. most motorways and other trunk roads).
Examples include:
Linking
speed limits to traffic levels to improve the evenness of flows
Rationing
of access at junctions to make best use of available road space
Faster
response to incidents and quicker clearance of blocked lanes
Giving priority to certain types of traffic on particular stretches at particular times of day
Extensive
new roadside monitoring and communications equipment is planned for the next ten years. This will be linked to variable message signs and
ultimately to in-car computers, providing both network controllers and drivers with
real-time information about traffic levels, road conditions and accidents.
In
the next two years the UK will introduce a national Traffic Control Centre which will
transmit up-to-date advice on which route to use if there are problems on the network. In addition, a Traffic Information Highway will be
established – a common pool of data for use by the public and commercial companies
providing services to drivers and transport operators.
Financing
The UK government has put in place a number of fiscal measures designed to facilitate the take-up of alternative fuels and vehicle technologies. This includes low rates of fuel duty on road fuel gas and special low rates of Vehicle Excise Duty and Company Car Taxation for alternatively fuelled vehicles.
With regards to traffic management in towns and cities, a substantial increase in funding is being made available to local authorities, Passenger Transport Authorities and other transport providers to develop the packages of measures that best answer people’s needs and reflect local conditions. Local solutions will largely be identified in Local Transport Plans, which local authorities will be obliged to develop under the Transport Bill. The Transport Bill will also give local authorities powers to set up congestion charging schemes and/or workplace parking levies in their areas in order to tackle congestion and other problems. A number of authorities are currently developing proposals for such schemes.
Chart 1
Chart 2
[1] Using a figure of £370.9 billion for total managed expenditure, as cited in HM Treasury, Public Expenditure: Statistical Analyses 2000-01, April 2000.
Revenue
support is provided by the Government to remunerate private investment, and a new
£7
billion Rail Modernisation Fund is being established, which will lever in a much greater
amount of private capital to finance a rail expansion programme. The fund will encompass a range of funding
mechanisms, including capital grant and debt finance. Transport has and will continue to
receive increased funding from central Government over recent years.
The
introduction of Local Transport Plans for local authorities, which cover five-year
periods, offers greater certainty of future funding for local authorities, allowing them
to plan investment more effectively.
As discussed in question 13, Public-Private Partnership contracts are currently being negotiated for the London Underground, under which the private sector will be responsible for delivering a programme of around £8 billion worth of renewals and £5 billion of maintenance over 15 years. We are also bringing in £3.3 billion of private sector investment for the £6 billion Channel Tunnel Rail Link.
Passenger train operators are required to make substantial investment under the terms of their franchises. The Strategic Rail Authority will be empowered to take swift action if train operators are not fulfilling the obligations of their franchises. Furthermore, the Franchising Director was provided with funds aimed at supporting new investment proposals. These were distributed through two schemes - the Infrastructure Investment Fund and the Rail Passenger Partnership scheme.
The National Air Traffic Services
Public-Private Partnership will lever in £1.3 billion of private investment over the next
10 years to complete the two-centre strategy at Swanwick and Prestwick.
With regards to roads, as discussed
in question 13, the
Highways Agency is developing new procurement approaches for maintenance so as to
introduce long-term maintenance contracts on Design, Build , Finance and Operate lines.
Cooperation
The
UK participates in a wide range of common transport schemes and initiatives with
neighbouring countries, both bilaterally and through the European Union. The UK has bilateral agreements relating to air
traffic and the operation of flights between countries with many countries outside of the
EU. There is an agreement to allow the operation of flights within the EU between the EU
Member States.
The UK is a member of a number of organisations, namely the International Maritime Organisation, the International Air Transport Association, the International Civil Aviation Organisation, the OECD, which fosters co-operation on a number of transport issues, and the European Conference of Ministers of Transport (ECMT), a body separate from, but associated with, the OECD, which deals with transport matters on behalf of European Ministers for Transport. Being a member of the European Union, the UK participates in joint EU transport ventures, and a Transport Minister attends formal EU Transport Councils to discuss legislative proposals four times per year. Ministers also meet their EU and other European counterparts at various bilateral meetings. These are sometimes wide-ranging and sometimes arranged to discuss specific issues.
* * *
This information was provided by the Government of the United Kingdom to the eighth and ninth sessions of the United Nations Commission on Sustainable Development. Last Update: November 2000.
Click here for the Informal Environment and Transport Councils: Chester, 24 to 26 April 1998
Click here for the Transport Statistics.
| United Kingdom | All Countries | Home |
Decision-Making: Coordinating Bodies
No information is available.
Decision-Making: Legislation and Regulations
No information is available.
Decision-Making: Strategies, Policies and Plans
No information is available.
Decision-Making: Major Groups Involvement
No information is available.
Programmes and Projects
No information is available.
Status
Tourism is a vital part of the national and local economy, bringing in much extra money for the country and creating many jobs. It can also benefit local communities by helping to maintain local facilities and services, such as public transport and shops, and can help to regenerate areas through improvements such as the use of derelict land, restoration of buildings, and conservation and repair of the countryside. But there are also concerns that growth in tourism may cause congestion, inconvenience to local people and environmental damage. We would welcome views on how to manage tourism to ensure its benefits while minimising potential problems.
Challenges
No information is available.
Capacity-building, Education, Training and Awareness-raising
No information is available.
Information
No information is available.
Research and Technologies
No information is available.
Financing
No information is available.
Cooperation
No information is available.
* * *
This information was excerpted from a consultation document of the Government of the United Kingdom, published in February 1998 and entitled, Opportunities for Change, on revision of the UK's Sustainable Development Strategy. The consultations will lead to the preparation of a new Sustainable Development Strategy by the end of 1998.
| Natural Resource Aspects | Institutional Aspects | Social Aspects |
| United Kingdom | All Countries | Home |