COMMITTEE FOR REGIONAL DEVELOPMENT

Committee Office Room 402
Parliament Buildings
Belfast
BT4 3XX
Tel: 02890 521970
Fax: 02890 525927
Email committee.regionaldevelopment@niassembly.gov.uk

Mr Patsy McGlone, MLA
Chairperson of the Environment Committee
Parliament Buildings
Stormont
Belfast BT4 3XX

5 March2009

Dear Patsy,

1. The Regional Development Committee has noted your Committee’s inquiry into climate change and would make the following comments in response to the Environment Committee’s call for evidence.  
2. The Committee for Regional Development is aware that the Climate Change Act 2008 puts into statute the UK’s target to reduce carbon dioxide emissions through domestic and international action by at least 60% by 2050, and at least 26% by 2020, against a 1990 baseline. In November 2007, the Prime Minister committed to a targeted reduction of 80% by 2050. It is important to note that, as the baseline used is 1990 levels, and the amount of carbon, methane and other greenhouse gases has increased significantly over the last 19 years, some estimate that the actual cut required will be more in the order of 90% of current levels.  
3. The approval of the Northern Ireland Assembly for this Climate Change Act, and the duty on the relevant Northern Ireland departments was granted, by the Assembly, on 10 December 2007. This duty is reflected in the Programme for Government through the following Department for Regional Development Public Service Agreements (PSAs):

PSA 1: Productivity Growth

Objective 7 – Improve the Strategic Road Network by the advancement / completion of a range of major works schemes.

• Target - In line with PSA 13, by 2015 reduce journey times on Key Transport Corridors by 2.5% compared to 2003.

PSA 13: Improving the transport infrastructure

Objective 1 - Improve the Strategic Road Network by the advancement/ completion of a range of major works schemes.

• Target - By 2015 reduce journey times on Key Transport Corridors by 2.5% compared to 2003.

Objective 2:- Maintain the road infrastructure to keep it safe, effective and reliable through resurfacing, surface dressing and the timely repair of road effects.

• Target - At least 70% of the motorway and trunk road network is in satisfactory structural condition by March 2011. Other roads in the network to receive resurfacing treatment of 30% of that recommended in Best Practice Guidelines by March 2011.

Objective 3 - Promote increase in usage of public transport.

• Targets - Commence work on first Rapid Transit line in Greater Belfast by 2011.
• Achieve and maintain 77m passenger journeys per annum across all bus and rail public transport by March 2011.
• Support Translink to procure more than 200 new buses by March 2011.
• Support Translink to procure 20 additional new trains with the first trains introduced to service in 2011.
• Support Translink in a range of rail track and station developments.

PSA 14: Promoting safer roads

Objective 2 - Contribute to safer roads using a range of initiatives, including road safety engineering, traffic calming and further enhancement of the pedestrian and cycling network.

• Target: 50% reduction in total number of target collisions at treated sites over the 3 years following completion of collision remedial works.

4. In its response to the Budget and Programme for Government for the period 2008-11, the Committee noted with some concern that, although the Programme for Government includes as a priority to Protect and enhance Northern Ireland’s environment and natural resources, the achievement of this priority has not been explicitly linked to the DRD transport related PSAs as outlined above. In addition, PSA 22 Protecting our environment and reducing our carbon footprint does not contain a DRD objective. Given the impact of public and private transport on levels of carbon emissions, air, environmental and noise pollution, it is worrying to the Committee that the role of DRD in this area has not been recognised.  
5. The Committee noted that the Investment Strategy for Northern Ireland (ISNI) Measure Investment Proposal documents made substantial reference to the environmental impact of differing forms of infrastructure investment; however, it is not clear to the Committee that this has been followed through to the Budget and ISNI 2 allocation stage.
6. In light of the above, it is the view of the Committee that the link between transport and the reduction of emissions is not being made clearly or explicitly enough in the PfG and the DRD budget allocation does not appear to reflect the pressing need to address these reductions in any immediate or radical way.  
7. The Regional Development Committee, at its meeting of 8 October 2008, received briefing from the Assembly’s Research Service on sustainable transport issues. This scoping work was undertaken as part of the Committee’s consideration of an inquiry into sustainable transport planned for later this year.  
8. At this session the Committee considered the high level findings of both the 2006 Stern Review on the Economics of Climate Change and the 2006 Eddington Transport Study, and would bring the following points to the attention of the Environment Committee in its inquiry into climate change:

• Eddington advised that a comprehensive and high-performing transport system is important to enable sustained economic prosperity;
• In mature economies with well-developed transport networks, it is transport constraints which are most likely to impact upon productivity and competitiveness;
• Emissions from the transport sector are a significant and growing contributor to the UK’s overall greenhouse gas emissions;
• Transport is likely to be the last area to reduce its share of emissions; and
• Stern concluded that tackling climate change is the pro-growth strategy, and that ignoring climate change will ultimately damage economic growth.

9. It is the view of the Committee that it is the nature of demand for transport that makes addressing climate change in the transport sector such a complex issue. As Stern reported, demand for transport is derived demand – it is not demanded for its own sake, but rather for the things it enables people to do, such as getting to work, education and training, moving raw materials and finished goods from supplier to market, and accessing social and leisure services (2006). Growth in transport emissions is driven by factors such as income, cost, the availability of less carbon intensive alternatives, social choices and low carbon technological developments.  
10. The Review of the Regional Development Strategy illustrates that main area of growth in emissions occurred in the transport sector, which rose by 40%, where private car usage rose rapidly to a point where there are now over 900,000 vehicles in Northern Ireland. Therefore reducing carbon emissions from transport will require a radical and cross-cutting approach to address the growth factors.  
11. Looking further ahead, there are a huge number of major road schemes waiting to be rolled out, however only the Belfast Rapid Transit proposal is aimed at significantly increasing public transport services. The Committee has expressed its views on the Rapid Transit proposals for Belfast, and continues to work with the Department for Regional Development to bring this worthwhile public transport project to fruition. The Committee is also aware that work is ongoing on sections of the line from Belfast to Derry/Londonderry, and that lines such as the Larne line, would benefit from improvements to the track and trains.
12. At present 69% of the total DRD transport budget is spent on private transport and the rest (31%) on bus and rail. In three years time the budget indicates that 70% of the expenditure will be spent on roads. The Committee is aware that much of Northern Ireland’s public transport is road based, and that splitting the DRD budget between roads and bus and rail may be a simplification of the situation. However, it is the view of the Committee that more must be spent on public transport in tandem with a range of cross-cutting measures such as public and private sector employer traffic and travel to work plans, car sharing, home working options and so forth. A modal shift will only be achieved when attractive and reliable alternatives are in place and when the public begins to see public transport as a positive travel choice. It is not a question of roads or public transport spending, rather of striking a balance between these two vital elements of transport expenditure that is economically, socially and environmentally sustainable.
13. It is the view of the Committee that the weight of evidence indicates that, at present, there are no clear linkages made in the PfG and the Budget between transport and greenhouse gases. Radical changes are needed if Northern Ireland is to even start to meet the very challenging targets established for the UK as a whole. Opportunities exist, with the development of the review of the Regional Development Strategy and the review of the Regional Transportation Strategy, and the Committee would urge the Executive to seize these opportunities without delay.  
14. Thank you for the opportunity to contribute to this important inquiry.  

 

Yours sincerely,

Fred Cobain, MLA
Chairperson of the Committee for Regional Development