developing an electric vehicle strategy · developing an electric vehicle strategy outcomes of...

Developing an electric vehicle strategy

Outcomes of public consultation

November 2018

Developing an electric vehicle strategy Outcomes of public consultation

Alternative formats Surrey County Council has actively considered the needs of blind and partially sighted people in accessing this document. We are happy to give information in either large print or in another language. If you want this service please call us on 03456 009 009. If you have other needs in this regard please contact Surrey County Council in one of the following ways.

In writing Surrey County Council Contact Centre Room 296-298 County Hall Kingston upon Thames Surrey KT1 2DN By phone 03456 009 009 SMS: 07860 053 465

Online Email: [email protected] www.surreycc.gov.uk/localtransportstrategies


Surrey Transport Plan: Developing an electric vehicle strategy Outcomes of public consultation

Final Report

November 2018

Document history

Version Date Author Action Issued to (if applicable)

1.0 9/11/18 Transport Policy Team

Approved by senior officer for publication.

Public website

0.1 9/11/18 Transport Policy Team

Report drafted for senior officer approval.

Senior officers, for approval to publish on website.


Table of Contents 1. Executive Summary .......................................................................................................................... 5

2. Background ....................................................................................................................................... 6

3. Approach ........................................................................................................................................... 7

3.1 Promotion ................................................................................................................................... 7

3.2 Being contactable ....................................................................................................................... 8

3.3 Viewing the documents .............................................................................................................. 8

3.4 Submitting responses ................................................................................................................. 9

4. Summary of responses .................................................................................................................... 10

4.1 Distribution of responses .......................................................................................................... 11

4.2 List of organisations responding to the consultation ................................................................. 12

4.3 Level of EV ownership amongst respondents ........................................................................... 12

4.4 Incentives and barriers to EV use ............................................................................................. 13

4.5 Aims and Objectives ................................................................................................................. 14

4.6 Planning for a public chargepoint network ................................................................................ 15

4.6.1 Residential charging .......................................................................................................... 16

4.6.2 Charging on the move ....................................................................................................... 17

4.6.3 Destination charging .......................................................................................................... 17

4.7 Transport services .................................................................................................................... 18

4.7.1 Car clubs ........................................................................................................................... 18

4.7.2 Taxis ................................................................................................................................. 18

4.7.3 Buses ................................................................................................................................ 19

4.7.4 Community transport ......................................................................................................... 19

4.8 Surrey County Council Assets .................................................................................................. 20

4.8.1 Council land ...................................................................................................................... 20

4.8.2 Council vehicles ................................................................................................................ 21

5. Outcomes from round table event.................................................................................................... 22

6. Conclusions ..................................................................................................................................... 24

Annex 1. Themes of representation and proposed changes to the strategy ............................................ 25


1. Executive Summary A new Electric Vehicle Strategy is proposed to be added to the Surrey Transport Plan, setting out Surrey’s policy towards the transition from conventional modes of transport to emerging modes that are powered by an electric motor. A draft of the proposed strategy was put out to public consultation between 4 June 2018 to 26 August 2018 inclusive, to gather feedback from key stakeholders and the public more widely. To encourage and facilitate representative responses from across the borough, efforts were made to:

promote the consultation widely;

ensure the Transport Policy team was easy to contact during the consultation;

make it is easy to view the documents online, as well as in hard-copy at key locations for those without access to the internet;

accept responses in a number of different ways. In total, 102 people and organisations responded to the consultation through Surrey Says, by post or by email. Additionally, over 40 comments were received on a #cleanertravel theme on the Surrey Matters Twitter and Facebook platforms. The consultation generated suggestions for ways the strategy could be improved, underpinned by broad support for the documents as a whole. Common themes amongst responses were:

the availability of public charging infrastructure is fundamental to both supporting existing electric vehicle (EV) users as well as giving potential users the confidence to make switch from conventional vehicles;

the requirement for a rapid transition to EV use from petrol/diesel alternatives to avoid further damage to the environment and human health;

the importance of promoting electric vehicles as part of a wider integrated transport system to ensure that other sustainable modes of transport are not adversely affected;

the need for greater public information on this emerging technology. As a result of the consultation the strategy has been amended prior to presentation to Cabinet and adoption into the Surrey Transport Plan.


2. Background The Surrey Transport Plan is Surrey County Council’s third Local Transport Plan, which the county is obliged by statute (the Transport Act 2000) to produce. It is comprised of an overarching strategy, supported by a suite of supplementary strategies each of which outlines Surrey County Council’s policy in relation to:

an issue (e.g. lowering emissions, congestion);

a travel mode (e.g. buses, bicycles, rail); or

a district or borough area (Local Transport Strategies, e.g. Surrey Heath). Whilst the overarching strategy remains constant, supplementary strategies are periodically added, updated and removed to allow policy to keep pace with the wider environment within which it is applied. For example, research in transport technologies has been significant in recent years and policy has been updated to reflect the latest best practice; for another example, most districts and boroughs are in the process of producing Local Plans that will shape future travel demand in Surrey, and Local Transport Strategies have been updated accordingly. The strategies are needed in order to:

focus Surrey County Council’s limited resources on activities that complement one another and that have impact;

prioritise, coordinate and shape investment in transport infrastructure; and

place Surrey in the best possible position to bid for external funding for projects, for instance through Local Economic Partnerships.

The Electric Vehicle Strategy represents a new addition the Surrey Transport Plan. As part of the process of introducing the strategy, a public consultation has been undertaken on a draft version of the strategy. The outcomes of this consultation, along with an Equality Impact Assessment (initial screening) and Environmental Sustainability Appraisal exercises informs the final version of the Electric Vehicle Strategy.


3. Approach The consultation ran for a full 12 weeks from 4 June 2018 to 26 August 2018. The consultation on the draft EV Strategy took place in parallel with the draft Low Emissions Transport Strategy, jointly promoted under the ‘cleaner travel’ banner. To encourage and facilitate representative responses from across the county, efforts were made to:

promote the consultation widely;

ensure the Transport Policy team was easy to contact during the consultation;

make it is easy to view the documents online, as well as in hard-copy at key locations for those without access to the internet;

accept responses in a number of different ways. This 12 week consultation was a statutory process but was approached as an opportunity to gather invaluable input and feedback from specific, key stakeholders and the public more widely.

3.1 Promotion The activities undertaken to promote the consultation comprised:

Web page: A consultation home page at surreycc.gov.uk/cleanertravel with a web banner link on the Surrey County Council home page.

Survey: Hosted on the online Surrey Says platform.

Posters: Posters were also distributed and displayed at county council offices, libraries, district and borough council offices and parish councils.

Social media: Videos and artwork were shared on Facebook, Twitter and Instagram, with #cleanertravel. There were 1535 clicks to the cleaner travel consultations from social media.

Online advertising: Google Ads and Facebook promoted posts, targeted at Surrey residents and linking through to the consultation web page. The most-seen Facebook post was a video watched 20,998 times.

Mailout: Notification emails were sent to over 1,000 stakeholders including statutory groups, special interest forums, businesses and individuals signed up to the Surrey Transport Plan mailing list.

EV round table: Event hosted by Cllr Mike Goodman and attended by industry representatives, organisations and officers from the county, borough and district councils.

Press coverage: The consultation was reported in local media sources including Get Surrey and Guildford Dragon

Figure 1: 'Cleaner travel' poster

surreycc.gov.uk/cleanertravel


A toolkit featuring social media posts, editorial and artwork was shared with the Surrey Communications Group, including districts and boroughs.

Members and MPs: Information and details regarding the cleaner travel consultations was placed in Communicate, the weekly members’ bulletin, and Issues Monitor, the weekly update for news and campaigns sent to wider stakeholders and MPs.

Local newsletters: The consultation was promoted via county and borough newsletters. An article in Surrey Matters online magazine was viewed 887 times.

Disability networks: The consultation was shared with disability and partner networks through the Information and Engagement team in Adult Social Care

Internal networks: S-net, Jive Surrey and staff newsletters were used to promote the consultation amongst Surrey County Council officers.

3.2 Being contactable The Transport Policy team were contactable during the consultation:

by email – [email protected];

by phone and SMS text, relayed through the Surrey County Council contact centre who were fully briefed beforehand;

by post.

These contact details were published online alongside the consultation documents, as well as being included on the second page of the consultation document and on a crib sheet distributed to reception desks where hard copies of the document were held.

3.3 Viewing the documents The documents could be viewed on the Surrey County Council web page at a condensed, memorable URL address created especially for the consultation (http://www.surreycc.gov.uk/cleanertravel). For those without internet access, hard-copies of the document were also available to view in person at County Hall reception and at the receptions of the following libraries:

Walton Egham Epsom

Figure 2: Surrey matters promotional article

http://www.surreycc.gov.uk/cleanertravel


Staines

Redhill

Oxted

Farnham

Leatherhead

Guildford

Camberley

Woking

Dorking

Haslemere

Cranleigh

Horley

3.4 Submitting responses The Surrey Says online survey platform was used as the primary method for collecting responses, however responses submitted by any of the aforementioned contact channels were accepted:

89 responses were received online through Surrey Says

13 responses were received directly by email or post


4. Summary of responses Headline figures:

The Surrey Transport Plan consultation web page was visited over 16,007 times by different visitors. This compares with only 32 visits during the same period last year when there was no consultation.

The Electrical Vehicle Strategy was read by 373 unique visitors to the Surrey Transport Plan web page.

102 written responses to the Electric Vehicle Strategy were received by email, letter or online survey.

Over 40 comments relating to one or both strategies were received on the #cleanertravel theme via the Surrey Matters Twitter and Facebook platforms

Responses to the consultation carried out via the online survey enabled users to indicate their level of support for specific aspects of the strategy via checkboxes. The high level results of this section of the survey are presented within this chapter. However, it should be noted that many respondents provided thoughtful and detailed written comments to support their submissions and content analyses of these comments have been carried out. The general themes of representation noted within the written responses and associated changes are presented in detail within Annex 1 of this report.


4.1 Distribution of responses Figure 3 shows a reasonably even spread of responses across the county based on postcode where provided by the respondent.

Figure 3: Distribution of consultation responses


4.2 List of organisations responding to the consultation In addition to responses to the consultation submitted by individuals, the responses were received on behalf of the following organisations:

Burpham Neighbourhood Forum

Farnham Society

Farnham Town Council

Guildford Borough Council

Guildford Environmental Forum

Mole Valley Cycling Forum

Runnymede Borough Council

Spelthorne Borough Council

Surrey Police

Woking Borough Council

Waverley Borough Council

Warlingham Parish Council

4.3 Level of EV ownership amongst respondents Respondents to the questionnaire were asked whether they currently owned an electric vehicle or were considering purchasing one as their next vehicle.

Figure 4: Levels of EV ownership and interest

Around a quarter of respondents to the questionnaire own an EV. Whilst this may not necessarily representative of the county as a whole, given that nationally, plug-in vehicles

0

5

10

15

20

25

30

35

40

Yes No, but I amconsidering owning

one as my nextcar/vehicle

No, and I am notconsidering owning

one as my nextcar/vehicle

Don't Know Not answered

No

. of

resp

on

den

ts

Do you currently own an electric vehicle?


currently make up less than 7% of new vehicle registrations1. However, for the purposes of developing the EV Strategy, the high proportion of representation from those who own and use an EV is viewed positively because the first hand as it enables the utilisation of first-hand experience.

4.4 Incentives and barriers to EV use Respondents were asked to prioritise the three most important factors that they felt were most important in being able to own or use to help provide the council with an indication of the areas that it might need to address with greatest focus to reduce barriers to uptake.

Figure 5: Incentives and barriers to EV use

Industry issues such as purchase cost of EVs and battery range were ranked as the most important factors. When taking into account second and third priority rankings, public chargepoint availability and ability to charge at home were also revealed to be particularly important to respondents. Respondents were also given the opportunity to list ‘other’ issues affecting EV use that weren’t listed. These are detailed in Table 1 according to the frequency they were mentioned. In a number of cases there are overlaps with the ranked categories in Figure 5, however it is worth noting that one of the additional themes that was frequently mentioned was the importance of education and information provision in overcoming perceived issues and ‘myth-busting’ surrounding EV technology.

1 Society of Motor Manufacturers and Traders (2018) October 2018 - EV registrations

0

5

10

15

20

25

30

35

Purchasecost of an

electricvehicle

Variety ofelectricvehiclemodels

Range ofelectricvehicle

batteries

Availabilityof a publiccharging

points

Length ofcharging

time

Ability tocharge an

electricvehicle at

home

Ability tocharge an

electricvehicle at

work

Ability tocharge an

electricvehicle at

keydestinations(e.g. shops,

libraries,stations etc.)

Availabilityof electric

buses, taxisand car

clubs

No

. of

resp

on

den

ts

Rank:

Which of the following factors do you feel are the most important in enabling people to own or use an electric vehicle?

1 2 3

https://www.smmt.co.uk/2018/11/october-ev-registrations/


Other factor Frequency mentioned

EV battery range / lifetime 11

Charging point availability / reservation 8

Education / myth-busting 8

Ability to charge an EV at home 5

Charging fees / mechanism 5

Length of charging time 5

Environmental impact 4

EV parking bay enforcement 4

Purchase incentives / tax relief 3

Variety of EV models 3

Norms / culture change 3

Technology standardisation 3

Resale market 3

On-street charging provision 2

Destination charging provision 2

Grid capacity 1

Employer incentives 1

Journey ambience 1

Running costs 1 Table 1: 'Other' factors cited by respondents

4.5 Aims and Objectives Respondents to the consultation were asked whether they agreed with the stated aims and objectives of the strategy. Results are shown in Figure 6.

Figure 6: Levels of support for strategy aims

27%

42%

9%

11%

7%3%

Do you agree with the eight stated objectives that are listed in the Electric

Vehicle Strategy?

50%

26%

10%

8%

6% 0%

Do you agree with the stated aim of the Electric Vehicle Strategy?

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know


4.6 Planning for a public chargepoint network Respondents were asked whether they supported the actions relating to preparative tasks that the council identified as being necessary to inform and enable the deployment of EV chargepoint infrastructure. Results are shown in Figure 7.

Figure 7: Support for chargepoint spatial planning and business model development

40%

36%

13%

7%3% 1%

We will work to develop a business model suitable to SCC and other interested local authority

partners for deploying and managing a charging network

42%

34%

13%

9%2% 0%

We will develop an updated spatial plan to help inform the rollout of EV charging

points across the county

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know


4.6.1 Residential charging Respondents were asked whether they supported actions relating to the charging of private vehicles in residential areas. Results are shown in Figure 8.

Figure 8: Levels of support for actions concerning residential charging

52%

30%

10%

5%2% 1%

We will provide guidance for use by planning authorities to determine EV

charging infrastructure requirements in new developments

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

37%

37%

11%

8%

6% 1%

We will monitor and review the outcomes of trials on different charging units in other areas to determine their potential suitability for use

on-street in Surrey

43%

40%

9%

2% 6% 0%

We will review parking management policy to give consideration to parking

arrangements for Evs

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

45%

40%

9%

2% 3% 0%

We will produce guidelines for determining what constitutes a suitable position for an on-street charging point


4.6.2 Charging on the move Respondents were asked whether they supported the proposed action relating to the charging of private vehicles as part of a journey. Results are shown in Figure 9.

Figure 9: Levels of support for action concerning charging on the move

4.6.3 Destination charging Respondents were asked whether they supported actions relating to the charging of private vehicles at their trip end destination. Results are shown in Figure 10.

Figure 10: Levels of support for actions concerning destination charging

41%

41%

7%

7%5% 0%

We will review strategically located SCC owned sites for potential installation of rapid charging points for public use

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

56%

25%

9%

8%2% 0%

We will work with boroughs, districts and other third parties to provide a network of charging points in town

centre locations and key destinations

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

52%

25%

13%

7%3% 0%

We will consider possible locations for a trial of on-street charging points at key destinations where

parking pressures permit and where characteristics of the area suggest charging to be feasible


4.7 Transport services

4.7.1 Car clubs Respondents were asked whether they supported the proposed action relating to enabling EV use through the council’s car club. Results are shown in Figure 11.

Figure 11: Levels of support for action concerning car clubs

4.7.2 Taxis Respondents were asked whether they supported the actions relating to the encouragement of EV uptake amongst taxi operators. Results are shown in Figure 12.

Figure 12: Levels of support for actions concerning taxis

27%

35%

20%

9%

7%1%

We will work with the county's car club operator to expand its network of EV provision with a view to making 50% of

available vehicles electric by 2025

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

35%

43%

16%

1% 3% 1%

We will continue to work with district and borough partners where appropriate through the Surrey Air Alliance to support consistent licensing

standards for taxis across the county

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

43%

32%

17%

3% 3% 1%

To support this work we will work in partnership to identify key locations where charging points can be installed to facilitate the usage of EVs by

taxi operators


4.7.3 Buses Respondents were asked whether they supported the actions relating to assessing and seeking funding for electric bus fleets. Results are shown in Figure 13

Figure 13: Levels of support for actions concerning buses

4.7.4 Community transport Respondents were asked whether they supported the proposed action relating to EV solutions within the community transport and voluntary/third sector. Results are shown in Figure 14.

Figure 14: Levels of support for action concerning community transport

58%28%

8%

3% 2% 0%

We will lobby DfT for funding to support EV solutions and support innovation in the community and third sector

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

51%

37%

9%

2%1% 0%

We will identify routes which might be suitable for operation with electric bus

fleets

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

48%

37%

11%

2% 1% 0%

We will continue to work with bus operators to pursue funding to expand the electric bus fleet

maximising opportunities through LEP bids


4.8 Surrey County Council Assets

4.8.1 Council land Respondents were asked whether they supported the actions relating to the use of council land for the installation of EV chargepoints. Results are shown in Figure 15.

Figure 15: Levels of support for actions concerning council land

57%26%

7%

8%2% 0%

We will work to identify and secure suitable funding to maintain new and existing

charging infrastructure on SCC land and public highway

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

50%

26%

7%

9%

8% 0%

We will continue to work to identify SCC property suitable for installing a small

number of off-street charging points at minimal financial risk to the council


4.8.2 Council vehicles Respondents were asked whether they supported the actions relating to the uptake of EV amongst council and supplier fleets.

Figure 16: Levels of support for actions concerning council vehicles

61%

27%

8%2%

1%0%

We will aim to review the process by which fleet vehicles are replaced to ensure that

ultra-low emission vehicles are considered as a preference wherever feasible

Strongly Agree

Agree

Neutral

Disagree

Strongly Disagree

Don't know

57%31%

9%1% 2% 0%

We will lobby DfT for funding to support EV solutions and support innovation

among local authority fleets

56%28%

10%

5%1% 0%

We will revise our tendering specifications to make EV fleets a desirable characteristic of a potential supplier, where appropriate, when

deciding to award a contract


5. Outcomes from round table event On 31 July 2018, over 100 representatives from various sectors in Surrey with an interest in electric vehicle (EV) developments were invited to discuss how collectively it would be possible to maximise the benefits and opportunities presented by this technology. The event was organised by the county council and hosted by the University of Surrey, with representatives from local authorities, businesses, power suppliers and other organisations. The event consisted of a few brief presentations or statements, followed by discussion in relation to: regional and local policy context, technological developments, power supply, local planning, and next steps. Conclusions from the event can be summarised as:

1. Collective engagement

Enthusiasm and quality of the discussion demonstrated the value in collective engagement across organisations in facilitating the use of electric vehicles in Surrey and to promote beneficial changes.

There was a clear commitment from many participants to further participation.

2. Policy integration Benefits from EV will be maximised by identifying clearly our wider policy objectives – which include supporting mobility (and changing expectations about travel and car ownership and use); reducing congestion; enhancing connectivity and improving public health - and developing approaches to their achievement in a planned and integrated way (rather than simply providing for a direct swap from conventionally fuelled vehicles to electric). There are also opportunities for Surrey organisations involved in development, implementation and operation of vehicles and associated systems.

EV needs to be considered as part of our overall place, travel, and energy approaches. For example, pro-active planning for integration of EV with car clubs, public transport, and active travel could facilitate alternative travel patterns and modal shift, while reduced dependency on private vehicles would alleviate pressure on the power network as usage of EV increases.

3. Consumer behaviour

Technology was not seen as a significant barrier – this is continually developing and costs are reducing.


Consumer behaviour is influenced by reducing costs (likely as technology develops), facilitating uptake by making it easy, and by changes in culture. Information and marketing initiatives may be significant to counter concerns regarding range anxiety, and peer pressure may become increasingly important as purchasing more polluting vehicles may become socially unacceptable.

In the first instance opportunities for simplification to facilitate uptake should be the focus. Charging infrastructure will be a particularly significant factor.

4. Charging network The future may increasingly be one of home charging to allow for optimal usage of the power network supplemented by on street or destination charging for top-ups and for people without off-street parking.

The speed of development, the extent and nature of this network, and retrofitting charging for existing homes and properties, will be of fundamental importance. The public charging network needs to be comprehensive in coverage and to provide a simple and consistent user-experience. We need a national approach in this respect.

There are opportunities to maximise power availability for vehicle charging on the existing network without needing upgrades in the short term, and Distribution Network Operators can provide advice.

The pace of technological developments makes longer term planning difficult. Immediate focus of attention on uptake should be regarding the short to medium term.

As part of the development of the EV strategy, the council should engage stakeholders on how to take the lead on facilitating a network that provides a broadly consistent offer to residents across Surrey so that the network is viable as a whole and supports mobility for all.

5. Business cases to secure investment

Investment in charging infrastructure can come from a range of organisations - public and private.

Once broad ambitions for the development of the charging network are specified, it may be necessary to develop a business case to secure investment.

Such infrastructure could be part of the apparatus promoted through a Local Industrial Strategy. It may be necessary to give consideration to monetising the environmental benefits using national methodology, and develop strategic plans at a large scale to attract investment.

The themes that were raised during the round table event and the amendments to the strategy that were made as a result are described in more detail within the tables provided in Annex 1.


6. Conclusions The direction of the strategy can be described as having received broad support during the public consultation. Over three quarters of survey respondents agreed or strongly agreed with the aims of the strategy, whilst each proposed action saw over half of respondents agree or strongly agree. The headline figures do not necessarily convey the desire amongst many written submissions for an even greater pace of change towards an EV transition. In this respect the most nuanced level detail can be found within the themes of representation displayed within the tables provided in Annex 1. Overall, the feedback from the consultation and support for the technology amongst the Surrey public is viewed positively given the significant potential for EVs to contribute towards the overall objectives of the Surrey Transport Plan. It gives the council confidence that the application of specific proposals to facilitate EV use are likely to be well received, where they are well planned and form part of an integrated approach to sustainable transport. The strategy has been reviewed and amended in light of the feedback received during the consultation. Some of these key areas can be described as follows:

Summary of comment or suggestion Response / action taken

The strategy places too much emphasis on the role of electric vehicles in addressing transport challenges, noting that this should not be to the detriment of other sustainable modes of travel and did not resolve congestion issues.

The strategy’s aim has been rewritten to acknowledge the importance of an integrated transport approach, and a transition from petrol/diesel to EV rather than just growth.

Whilst electric vehicle demand is still developing, greater urgency in the rollout of publicly accessible chargepoint provision (both on and off street) is needed to both support existing users and encourage take-up.

Objectives within the strategy have been rewritten and combined to explicitly acknowledge the importance of public charging infrastructure in delivering the overall aim strategy.

The council will need to adopt an approach to charge points that is in line with other parts of the UK for inter-operability, and that offers a common standard throughout Surrey.

The council notes the importance of a consistent user experience and seeks to reflect this in the strategy. It is expected that a business model consisting of a partnership with a chargepoint supplier based upon a regional framework will help to address this.

The application of electric motor technology extends beyond the private car and to other modes. The strategy should be amended to acknowledge this.

The strategy did already refer to the use of EVs in other transport services such as car clubs, buses and taxis. The strategy has since been amended to include reference to and specific actions that support the use of electric bikes.

Accurate education and public information provision around electric vehicles is important to ensure potential users are not put off by myths or misinformation about the technology.

The strategy has been amended to include a specific action for the council to maintain and update its own online resource on EV information provision and signpost to reputable sources.


Annex 1. Themes of representation and proposed changes to the strategy A variety of relevant themes were raised both within the written submissions to the consultation and during the round table event. The following tables address a number of these themes and explain where amendments to the EV strategy have taken place as a result.

General comments ID What was said (overarching theme)? Our response and associated changes (where applicable) A1 Support for EV technology

Throughout the questionnaire and written submissions on the strategy there was a large number of comments expressing support for a transition from petrol/diesel to electric. There was a recognition that it has the ability to support objectives for cleaner air and fuel decarbonisation, with some of the opinion that it would be impossible to achieve this without such a paradigm shift.

The council notes that there was strong support for a transition to electric vehicles.

A2

Future growth There was a general agreement amongst responses that EV ownership and usage will continue to grow and that policy and mass market development will help to stimulate this. Some questions were raised over the extent to which investment should be made in EV infrastructure whilst present levels of demand is still relatively low, although many commenters felt that there is a suppressed demand for EVs which is constrained by anxieties over the perceived or actual difficulties in currently owning one.

The council notes that there was a consensus that electric vehicles would become more commonplace, and that infrastructure would need to be added to and/or adapted accordingly in line with this to meet, and possibly open up, demand.

A3 Wider transport focus Responses emphasised that catering for EVs will do nothing to address issues of congestion or low levels of active travel, and if promoted as a ‘preferred’ method of travel might serve to exacerbate these issues. Efforts to support the uptake of electric cars should be accompanied by, and not conflict with, efforts to support walking, cycling, public transport. Within this theme, there was also calls to maintain and improve existing infrastructure for conventional modes before seeking to address newer ones. Given that EVs will not improve congestion, so investment in other transport modes will still be required.

The council recognises the need for a plan that provides an integrated solution for multiple modes, indeed the EV strategy will form part of the council’s wider Surrey Transport Plan. The following amendment to the wording of the aim is therefore proposed: Suggested change/addition to the strategy: “Develop a Surrey-wide approach to encourage the transition from petrol and diesel vehicles to electric vehicles as part of a sustainable, integrated transport system”


ID What was said (overarching theme)? Our response and associated changes (where applicable) A4 Concerns over EV technology

The majority of comments about EV technology were supportive, although some indicated concerns about its appropriateness and whether certain barriers make it unfeasible (mainly in the short term). Industry issues were cited including limited battery ranges, road safety issues relating to quiet motors, high purchase cost (compared to conventional vehicles) and the lack of a resale market. The public perception of EVs as a ‘niche’ option might also inhibit its breakthrough into the mainstream. There were concerns over whether EVs and their batteries are an environmentally sustainable option for Surrey given the environmental impact of their manufacture/ disposal, the electricity source used to power the vehicles and that some EV types are still use petrol/diesel (PHEVs and HEVs). To this end, it was requested that the council takes a lifecycle approach towards EVs and their use. The availability of charging infrastructure was also noted as a constraint on the feasibility of EV use, although this is covered elsewhere.

The council is mindful that EV is an emerging technology, and that at present there remain some limits to the technology and uptake is not widespread. The Government’s Industrial Strategy and Road to Zero Strategy make clear that there is to be a sustained national effort to invest in research, develop new technologies, resolve safety concerns, update legislation and end the sale of new petrol and diesel vehicles by 2040. The council is aware of some of the outstanding environmental concerns associated with electric vehicles, and the following alterations are proposed to the strategy to clarify this: Suggested change/addition to the strategy: “Both emissions released at the vehicle itself (tail-pipe emissions) and those released in the generation of the fuel should be considered when looking at environmental performance. The council recognises that the environmental sustainability of EV use is therefore partly determined by the power source from which the electricity is derived, given that traditional fossil fuels make up around 47% of the current national electricity generation mix2. Studies suggest that the greater efficiency of EVs over conventional vehicles means that an EV powered solely by electricity generated from oil would still use less than two thirds of the energy compared to a petrol vehicle3 . Furthermore, trends towards the decarbonisation of the energy industry are expected to only improve the environmental performance of EVs further.”

2 Aggregated annual figures for 2017. Electricity generation mix by quarter and fuel source (GB). July 2018, Ofgem. 3 https://ec.europa.eu/jrc/en/publication/eur-scientific-and-technical-research-reports/well-wheels-report-version-4a-jec-well-wheels-analysis

https://www.ofgem.gov.uk/data-portal/electricity-generation-mix-quarter-and-fuel-source-gb

https://ec.europa.eu/jrc/en/publication/eur-scientific-and-technical-research-reports/well-wheels-report-version-4a-jec-well-wheels-analysis


ID What was said (overarching theme)? Our response and associated changes (where applicable) A5 Ambition

A significant number of comments expressed a desire to see greater urgency in the actions outlined within the strategy. This was typically in terms of setting ambitious and quantifiable targets for certain actions, particularly regarding charging point provision and the rollout of a low emissions fleet vehicles. On the same topic, respondents queried how often the progress against actions and the strategy itself would be reviewed and updated.

The council is pleased to see the level of support from residents for EV technology and shares the ambition for a sustainable and timely transition, however at this early stage of implementation there is insufficient information available to set robust quantifiable targets for specific outcomes. As the strategy is utilised by practitioners and the effects are understood, target-setting for such outcomes (such as number of new charge points introduced) should become more feasible. An assessment of progress against each action will be reported on during the next planned review of this strategy in approximately 12 to 18 months.

A6 Funding sources There was frustration amongst a number of responses that the council does not have identifiable funding available within its budgets to make any direct commitments to installation of EV charging infrastructure. It was suggested that by targeting charge points in locations where they will be in high demand, the council may be able to gain a significant revenue stream, which could be used to fund ongoing maintenance and further installations. Respondents asked what work should be undertaken to explore external sources of funding for both installation and maintenance, and stressed the need to ensure charging would both be cost effective for the consumer and cover ongoing maintenance for chargepoints.

It is acknowledged that there is a desire to see greater investment in transport infrastructure within the county, both in relation to EVs and more generally. Whilst pressures on the council’s revenue budgets currently prevent it from directly investing in EV charging infrastructure the council will continue to explore, bid for and utilise external funding opportunities, not limited to the following:

Section 106 developer contributions and Community Infrastructure Levy (CIL)

Local Growth Deal Funding (LEP funding)

Department for Transport funding pots (e.g. Ultra-Low Emissions Bus Scheme)


A7 Definition and scope It was felt that the scope of the strategy should be better defined from the outset to describe the different modes of EV and emphasise that the EV sector extends beyond the private car and specific to uptake barriers do not necessarily extend to all EV modes. In this vein, a series of suggestions for the EV strategy to make greater reference to or commitments to support the following:

Electric bikes

Electric scooters & skateboards

Electric LGVs & HGVs

Alternative ultra-low emissions vehicle technologies (e.g. Hydrogen) Other responses felt that the strategy covers too many topic areas and would be more appropriate to focus on a fewer modes and specific low-mileage user groups.

With regards to the inclusion of other ultra-low emissions vehicles, the decision was made to limit the scope of the strategy to plug-in electric vehicles given the direction of Government policy, the comparatively advanced levels of development and uptake in the technology and the unique challenges presented by its decentralised model of refuelling. As noted in the strategy the emergence of alternative fuel technologies will be monitored and will be addressed by the Surrey Transport Plan as appropriate. The council agrees with the proposed reference to electric bikes and makes the following proposed alterations to the strategy: Suggested change/addition to the strategy: NEW SECTION “The growth in use of electric bikes within Surrey is viewed positively by the council and aligns with a number of objectives within the Surrey Transport Plan, including both the Low Emissions Transport Strategy and Cycle Strategy, to encourage modal shift from private car to sustainable modes and make cycling more accessible as a general mode. Electric bikes are propelled primarily via pedalling, similar to a traditional bike, however the electric motor provides power assistance (up to 15mph) to make it easier for the user to pedal. By making cycling easier and enabling groups of people with different fitness and ability levels to cycle together, the technology has the potential to make cycling more accessible and attractive to wider range of users. Electric bike batteries are typically charged using a charger and standard domestic plug, meaning they can be charged at home by most users. However electric bikes do not have a ‘range’ in the same respect as electric cars, as the user can continue to ride using pedal power alone when the battery is empty. Depending on the terrain, level of power assistance and the model of bike/battery most electric bikes will provide power assistance for at least 25 miles – suitable for the majority of regular trips.


ID What was said (overarching theme)? Our response and associated changes (where applicable) In terms of barriers to use, for the reasons outlined above public charging infrastructure is not a requirement of electric bikes although destination charging facilities may serve to further encourage their uptake. Electric bikes are usually more expensive than a standard bike, meaning that the purchase cost might be prohibitive to some. There are also general issues around road safety or perceptions of personal risk surrounding the use of electric bikes which are the same as for those using a standard bike. ACTIONS:

- Implementation of the Cycling Strategy including ongoing development of cycling routes via the Local Transport Strategies

- Encourage employers to offer Ride to Work scheme (salary sacrifice scheme for all bikes, including electric bikes) to reduce the overall purchase cost and make payment more manageable for potential users.

- Promote electric bike hire as a ‘Thing to do’ in Surrey via its online platforms with links to hire locations.”

The strategy does not target the use of Personal Light Electric Vehicles such as scooters and skateboards given that national legislation prohibits their use on public roads or footways. The council recognised the impact of commercial goods and freight vehicles (both LGVs and HGVs) on both local air quality and noise and a transition to EV technology in this sector is something which the council is supportive of.


ID What was said (overarching theme)? Our response and associated changes (where applicable) A8 Information and communication

There were comments suggesting that the council should take a greater role in public education and information provision around EV technology and usage. Given that cultural norms and misinformation around EVs were felt to be a constraint on uptake, there is an opportunity to work with local groups to encourage and facilitate behavioural change. This extended to information provision around charge point installations, in terms of sharing information about availability of existing charge points and a desire for engagement and consultation when new considering the installation of new public charge points.

The council agrees that there is a need for information sharing, partnership working and stimulating public debate, and will use our website, newsletters and public consultation activities to do so. A considerable amount of information is available from third parties too, including live charging point availability at ZapMap and other sources. The council will clearly signpost to reputable third party information sources, too. In line with this, the following amendment to the strategy is proposed: Suggested change/addition to the strategy: “Given that EVs are still a relatively new phenomenon, a broader challenge beyond public chargepoint infrastructure is the level of information and general understanding that people have regarding EVs and the extent to which a lack of accurate information might make them less inclined to switch from ICE to EV. The council recognises that it is able to contribute towards information provision to help overcome this” ACTION “We will use our existing online platform to signpost visitors to reputable sources of educational information on Electric Vehicles.”


Aims and objectives ID What was said (overarching theme)? Our response and associated changes (where applicable) B1 Additional objectives

There was desire to see an increasing the number of publicly-accessible chargepoints as a specific objective of the strategy. Some felt the objectives should also make specific commitments to provision of on-street charging for residents, workers and visitors without off-street parking noting that this would be essential to encouraging people to switch to EV. It was also suggested that without committing to providing on-street charging infrastructure, the council is failing to utilise one its available approaches, as the local highway authority, to facilitate EV uptake. Although not directly related to transport, some felt it would be beneficial or complimentary to consider local renewable energy generation (e.g. solar) within the objectives of the strategy given the additional power demand that EVs will create.

The fundamental importance of public chargepoint availability is recognised in encouraging a transition to EV and the following amendment to the strategy is proposed: Suggested change/addition to the strategy: CHANGES TO OBJECTIVES B & C: “To facilitate an increase in publicly available charging infrastructure through:

- Council led provision of EV chargepoints - Working with local authority partners and private enterprise to

encourage provision on third party sites” With regards to setting specific objectives for on-street charging, the rationale for the strategy is to provide the high level framework that can be used by decision-makers to make the most appropriate interventions in local areas. Whilst on-street charging may be deemed the most appropriate solution to charging needs in some parts of the county this won’t be the case in all areas and therefore the targeting of on-street chargepoints is not set as a specific objective. The strategy does however seek to make the continued development of the council’s on-street charging policy a specific action, which will enable it to consider such interventions as an option in areas where it is appropriate. The suggestions regarding energy generation has been noted as is seen as positive and will be something that is considered going forward as the strategy is developed.


ID What was said (overarching theme)? Our response and associated changes (where applicable) B2 Fewer objectives

Some of the feedback on the aims and objectives suggested that the council should not be delivering electric vehicle infrastructure and investment should be led by businesses and individuals, particularly whilst the technology is still in its infancy. Instead the focus of the objectives should purely be on the operations of the council such as the county, district and borough council fleets and the travel activity of council staff.

The government has made a commitment to ending the sale of new petrol/diesel vehicles by 2040 and it should be recognised that infrastructure is going to change to support this. Whilst much of the investment in infrastructure is likely to be led by the commercial sector, the council has a role in ensuring this takes places in a strategic manner across the county so that it benefits its residents and businesses. Changes to the fleet are addressed within the strategy.

B3 Ambition A general theme regarding the aims and objectives was a desire to see greater urgency within the objectives of the strategy to ensure the transition to EV from petrol/diesel takes place at a fast enough rate to achieve the vision set out in Government’s Road to Zero Strategy. A number of these comments were regarding the high-level nature of the objectives, with some noting that they would prefer to see more specific objectives with associated tangible commitments for infrastructure delivery and measureable targets.

The strategy intends to establish suitable policy and processes that will form the groundwork that enables the council to make specific interventions or schemes that will support the transition to EV. Many such schemes will be planned and prioritised through Local Transport Strategies and Forward Programmes of each local area. The council is pleased to see the level of support from residents for EV technology and shares the ambition for a sustainable and timely transition, however at this early stage of implementation it lacks the information required to set robust quantifiable targets for specific outcomes related to its interventions. As the strategy is utilised by practitioners and the effects are understood, target-setting for such outcomes (such as % increase in EV modal share) should become more feasible. The Road to Zero Strategy was released after the commencement of the public consultation and was therefore not referenced in the draft SCC EV Strategy: Suggested change/addition to the strategy: “The UK Government has set a target to ban the sales of new petrol and diesel cars by 2040 and in July 2018 launched Road to Zero. Crucial to the Road to Zero roadmap is a transition from conventional vehicles towards electric vehicles (EVs).”

B4 Delivery Some comments queried how the council anticipates that it would work towards meeting the objectives outlined within the strategy.

The linkages of objectives to specific actions are provided within the ‘Table of actions’ (Table 3) in the strategy document.

https://www.surreycc.gov.uk/roads-and-transport/policies-plans-consultations/transport-plan/consultations/local-transport-strategies-and-forward-programmes

https://www.surreycc.gov.uk/roads-and-transport/policies-plans-consultations/transport-plan/consultations/local-transport-strategies-and-forward-programmes


Planning for a public charging network ID What was said (overarching theme)? Our response and associated changes (where applicable) C1 Standardisation

Many agreed that a comprehensive network of public chargepoints would require a degree of standardisation to ensure a consistent user experience throughout Surrey, the South East and rest of the UK – regardless of the model of EV being used. Some noted that a partnership with a national commercial charge point operator could be a way to do this.

The council acknowledges the benefits of standardisation and a consistent user experience. It is anticipated that use of a single preferred supplier through a regional framework would help to enable this.

C2 Technology type Another theme raised looked at different types of charging infrastructure and emerging technologies and whether they would be suitable for use in Surrey. This includes the case for and against rapid chargers (speed and charging point availability vs. cost and absence of dominant design), Vehicle-to-Grid technology at charge points, incorporating chargers into street lighting columns and induction charging within the carriageway.

The comments regarding proposed types of equipment and technology are noted. Whilst the strategy itself seeks to remain technology neutral, the following addition to the strategy is made regarding any specific scheme interventions: Suggested change/addition to the strategy: “The consideration of most appropriate technologies and types of charging infrastructure will be considered as part of any site selection and feasibility work.”

C3 Public charging network model Responses indicated a preference for an unrestricted access model of charging point provision, where paid membership is not required to enable usage. There was discourse regarding suitable models of ownership/operation, the most commonly supported suggestion was to pursue a partnership model with an established business[es] to ensure infrastructure is targeted to best meet the public need whilst utilising the resources and expertise of specialist providers. On alternative margins, some felt that charging provision should be provided by the public sector to avoid higher costs to users from ‘outsourcing’, whilst others believed that provision should be left almost entirely to the commercial sector with grants provided by the council where provision in specific areas is desired.

We note that there was significant support for working with private organisations to provide charging infrastructure, to overcome a lack of available public capital funding. It is not clear that the council could offer a substantially more affordable charging network than a private provider without negatively impacting upon the council’s ability to support other fundamental services. However, all options will be explored to identify the most effective use of limited council funds.


ID What was said (overarching theme)? Our response and associated changes (where applicable) C4 Local electricity network capacity and generation

As noted in the draft strategy, a rise in EV use will equate to a rise in electricity usage. A number of comments were therefore concerned with the how the additional electricity would be generated and whether local electricity networks could meet this demand or if electricity generation, transmission and distribution infrastructure would need to be upgraded. Some wished to ensure that the increased electricity demand would be generated in a sustainable way, making use of opportunities for local green energy generation where possible. Others suggested there should be a focus on promoting charging during ‘off-peak’ times to mitigate the impact on the electricity network and avoid unmanageable spikes in demand.

Noted and agreed. Spare capacity on the local electricity network is a key factor in determining the suitability of potential charging sites and will be considered from the outset as part of any feasibility work.

C5 Strategic charging point locations Strategically, there was a suggestion that points should be targeted in areas where air quality is a known issue.

The council notes these suggestions for charging point locations. Surrey County Council’s Low Emissions Transport Strategy recognises that there is a role for electric vehicles to play in reducing emissions, particularly in and around areas with poorer air quality.

C6 Dedicated parking Some respondents commented on the need for dedicated EV parking spaces, and for there to be effective enforcement of restrictions on their use by non-EV vehicles to ensure there was sufficient availability of chargepoints for EV users and give confidence to those considering switching from petrol/diesel. Others were concerned about the additional parking pressures that would be created by restricting parking according to fuel source and that the council should aim for ubiquitous charging point provision in all parking spaces to overcome this issue.

Assuming that EVs become the standard vehicle type on UK roads, as the Government’s Industrial Strategy advocates, it is foreseeable that in the medium to long term charging facilities at parking spaces would need to become a standard feature at parking spaces, removing the need to reserve spaces for EV charging. In the interim, the installation of chargepoints necessitate the introduction of clearly marked bays in line with demand and managed in a similar manner to accessible parking spaces. To avoid this giving rise to additional parking stress, the number of allocated EV charging spaces will need to be carefully linked to demand.

C7 Best practice It was felt that the strategy does not refer to examples of best practice, and what could be learned from them. Conversely, some respondents suggested that Surrey should undertake its own pilots of on-street charging solutions to determine the best solution for Surrey and learn lessons prior to implementation.

The council is in agreement with the value in learn from examples of best practice and will seek to use such information to inform the development of policy and infrastructure. However, given that the characteristics of towns and villages across the county vary hugely, it does also recognise that there is no set template that the council can apply unilaterally. To some extent, it will be to learn from its own early experiences from place to place.


ID What was said (overarching theme)? Our response and associated changes (where applicable) C8 Action clarification

One respondent asked how a spatial plan would be developed, and what data would inform it? Another asked for clarification over what was meant by ‘SCC and other interested local authority partners?’

The County Council will work with partnering district and borough councils within Surrey as well as other specific services such as Surrey Police and Surrey Fire and Rescue to develop a spatial plan for the roll out of chargepoints across the county, potentially in consultation with a commercial chargepoint provider.


Residential charging ID What was said (overarching theme)? Our response and associated changes (where applicable) D1 Homes without off-street parking

The most commonly raised theme in this section concerned a demand to see greater urgency and time-measured commitments to tackling the issue of EV charging for homes without access to off street parking. Some indicated they would like to see this as a specific and prioritised objective of the strategy as an inability to charge at home was cited by many as the biggest factor in making EV travel accessible. Nonetheless, there was also feedback stating that less priority should be given to on-street charging in residential areas, with a greater focus instead on education/information provision, destination charging and charging on the move.

Although the strategy does not commit to the installation of on street chargepoints, it does look to develop the council’s on-street charging policy so that it may be in the position to install such infrastructure should appropriate opportunities arise.

D2 On-street charging policy Respondents suggested that the strategy should clearly set out Surrey County Council’s position with regards to on-street charging, including how consistency would be maintained between boroughs and districts, whether/how pavement space would be used to locate chargepoints, and how these chargepoints would be funded and introduced. A number of comments were concerned that charging posts on footways would negatively impact pedestrians and cyclists by creating more clutter with some suggesting that road space should be utilised for charge points, instead of footways, to overcome this issue. It was suggested that residential properties without off-street parking should be able to charge their EV on-street from their property, using an approved mat to cover the cable as it trails across the street.

The council’s on-street policy shall be developed, as laid out in the actions table. This should help to ensure consistency of user experience. This will include consideration for what constitutes a suitable position of chargepoints on public highway. Although the council is aware of some instances where other local authorities allow charging cables to be trailed across the footway between a property and EV using a cover mat. The council does intend to permit this practice at present given the residual trip hazard that would remain and its responsibility to keep footways clear and accessible for users.


ID What was said (overarching theme)? Our response and associated changes (where applicable) D3 Development planning

There was some confusion amongst respondents regarding Surrey County Council’s role with regards to development planning and enforcement. Respondents suggested that new developments should be required to make provision for electric vehicles as a condition of consent rather than guidance and that home charging should be the primary mode of charging. Feedback was received regarding EV charging provision within the council’s Vehicular and Cycle Parking Guidance document. A number of planning authorities welcomed the guidance and noted that it was being applied although it was suggested that it should make reference to the IET Code of Practice for Electric Vehicle Charging Equipment Installation to align with Government recommendations. Also within this theme was a desire to see the recommended percentage of new parking spaces with EV charging facilities reviewed and increased over time, whilst others suggested that the current guidance should aim for greater provision.

The following proposed amendment to the strategy seeks to clarify the council’s role in development planning: Suggested change/addition to the strategy: “In Surrey, the districts and borough councils are the local planning authorities, responsible for setting planning policy and enforcing regulations in relation to the development of new homes and commercial buildings. However, the district and borough councils work with the county council to understand and appropriately mitigate the impact of new developments on the local transport network. The county council therefore provides guidance to help the planning authorities apply consistent positive standards to transport development.” The suggested Code of Practice reference has been forwarded to the relevant team for consideration in updating the Vehicular and Cycle Parking Guidance. The desire for greater levels of EV parking provision in new developments is noted and is reflected in the following strategy amendment: Suggested change/addition to the strategy: “The Vehicular and Cycle Parking Guidance will be maintained and reviewed periodically to ensure the guidance to planning authorities is kept up to date with the development of EV technologies and national policy.”

D4 Street works licence guidance The need for guidance on how on-street EV chargepoint infrastructure might be incorporated into new roads and streetworks.

An electric vehicle chargepoint installed on the public highway maintainable at public expense would require planning permission and a legal agreement to lease the parcel of land.


ID What was said (overarching theme)? Our response and associated changes (where applicable) D5 Residential parking conditions

A number of responses concerned parking conditions for EVs, both whilst charging and otherwise. Many of these felt that residential bays with charge points should be specifically designated for EV use only with parking enforcement measures. Furthermore, it was questioned whether such bays should be available for EVs that are not plugged in to a charge point. Some responses also stated that charge point provision in local car parks used by residents should also be targeted.

Assuming that EVs become the standard vehicle type on UK roads, as the Government’s Industrial Strategy advocates, it is foreseeable that in the medium to long term charging facilities at parking spaces would need to become a standard feature at parking spaces, removing the need to reserve spaces for EV charging. In the interim, the installation of chargepoints necessitate the introduction of clearly marked bays in line with demand and managed in a similar manner to accessible parking spaces. To avoid this giving rise to additional parking stress, the number of allocated EV charging spaces will need to be carefully linked to demand. As noted in the strategy document, the council carries out a review of most districts and boroughs every 12-18 months taking into account levels of parking demand in residential areas. The introduction of new on-street charging bays may be considered as part of this process.


Charging on the move ID What was said (overarching theme)? Our response and associated changes (where applicable) E1 Charging provision role

Many of the responses in this section discussed the county’s role in providing charging infrastructure for vehicles on-the-move or mid journey. A significant number of comments suggested this should be left to the commercial sector via a ‘filling station’ type approach with rapid chargers located near/on strategic roads and that the council’s focus should be on residential and destination charging. There were also comments supportive of the idea that the council to pursues opportunities to provide for those wishing to charge on the move, with a desire for the strategy to set targets and timescales. It was suggested that doing so would encourage investment and growth around these points as new businesses seek to cater for users whilst their vehicle is charging.

We note that there was an overall feeling that the council’s efforts would better be focussed on residential and destination charging, and this is in line with the level of action the strategy proposes (Action 3.3).

E2 Short term trends Feedback noted that whilst charging on the move is unlikely to be less common for EV users in the short term, the vision of the strategy should extend beyond the short term.

The council acknowledges that trends in EV usage is likely to change rapidly and therefore the Electric Vehicle Strategy will be an iterative document that will require reviewing and amending on a regular basis taking account of the changing technology and industry responses.


Destination charging ID What was said (overarching theme)? Our response and associated changes (where applicable) F1 Potential destination charging locations

Responses to this section and others discussed what types of location might be suitable for charge points. A number of these indicated they would like to see a focus on the rollout of public charge points in car parks (both public and privately owned) and particularly as part of new developments. Consultation stakeholders were also suggested for engagement when the council considers possible locations for charge points.

We note that both public and private car parks were seen by many as ideal locations for charging point infrastructure, and will bear this in mind when undertaking assessment of strategically located council land that might be suitable for charging point installations (Action 3.3). As the council investigates suitable locations for the installation of EV chargepoints, local stakeholders will be identified and consulted as appropriate.

F2 Third party applications Suggestions for further actions enquired about the possibility of the council supporting third parties (such as districts and borough councils) who may wish to install charge points on SCC land, through a standard application process.

The County Council would consider working in partnership with district and borough councils to introduce countywide electric charging facilities, including the identification of council sites that would be mutually beneficial.

F3 Town centre charge point trials The proposal was flagged as a key priority by a number of respondents, although some were concerned about the potential it could cause for congestion by attracting further visitors who might end up queuing to use an occupied charge point. A few felt that trials would delay the deployment of charge points and the current level of demand necessitates quicker action.

Trials are important to learn essential lessons and highlight unforeseen consequences that then allow a quick and cost-effective rollout more widely. The effects on demand for parking spaces in town centres would be one thing that a trial would monitor so that a wider rollout has a helpful effect on visitor numbers and parking stress in town centres. Liaison should take place with the local borough / district in planning any trial installations to ensure the selection of appropriate locations.

F4 Commitment There was a desire to see the council make tangible commitments to actions stated in support of destination charging, specifically surrounding how the council plans to work with boroughs and districts to expand charging provision in town centres.

The actions scheduled within the draft Electric Vehicle strategy will be considered over a period of 12 to 18 months following approval and the publication of the strategy.


ID What was said (overarching theme)? Our response and associated changes (where applicable) F5 Impact on business

There was discourse about the potential impact of charge points on the local economy of town centres. Some felt they would serve to boost town centres by attracting more visitors. Others raised concerns as to whether charge point users would actually be likely to give custom to local business whilst charging and might instead occupy a premium space for extended periods whilst charging, that would otherwise see frequent turnover by genuine customers. To ensure vehicle turnover there were suggestions that charging times in town centres should be limited and/or town centre charging should be through rapid chargers.

The proposed trial of town centre charge points would be the most effective means by which to understand the true effect of town centre chargepoints on local businesses and parking stress. Several respondents flagged these trials as a priority for this reason.

F6 Inclusivity It was suggested that a focus on destination charging would fail to address issues over a lack of charging infrastructure and reduced viability of EVs in rural areas.

The characteristics of rural areas means that homes are typically more likely to off-street parking than in urban areas, making charging at home a more feasible option and therefore less reliance on destination charging. It should also be noted that the installation of destination charging infrastructure does not preclude the installation of charging infrastructure in other locations too.


Car clubs ID What was said (overarching theme)? Our response and associated changes (where applicable) G1 General support

Many supportive comments were received for the idea of addressing EV provision in car clubs. Much of the reasoning behind this was surrounding the role of EV car clubs in helping to inform, educate and normalise the technology amongst road users and overcome concerns that some might have around their practicality. Respondents also noted that this may potentially reduce dependency on car ownership by making car clubs a more appealing option. However some dissent was also noted, partly around the general concept of car clubs, with concerns over the parking pressures that might arise from reserving parking spaces for them. Others questioned the merit in targeting resources towards increasing EV usage in a service which is relatively small in scale, as many people value owning a vehicle and may therefore not consider using one as a service. It was also mentioned that regard should be given to the fact that both EVs and car clubs are different concepts and care should therefore be taken to ensure one doesn’t harm perceptions or development of the other.

We note there is overall support for action to work with the county’s commercial car club operator to increase the proportion of the car club fleet that is an EV to 50%. We note that this is against a backdrop of commercial fleet operators choosing to transfer to all-electric fleets on commercial grounds, in readiness for a national switchover to electric and low-emission vehicles led by central government. This will be part of a suite of actions to increase EV uptake amongst residents, businesses and fleet operators as set out in the strategy. Many of the issues discussed regarding the general operation of car clubs, including parking, are addressed in the Guidance on car clubs in new developments [Draft] (Surrey County Council, August 2018). Many car club services have been using electric vehicles for a number of years successfully, and the two concepts are broadly complementary (e.g. particularly well suited for short distance, urban travel)

G2 EV car club actions Feedback on the proposed actions showed a desire for greater urgency from some who wished to see a fully EV car club made a priority. This included requests for greater clarity over the timeline for introducing EVs in the car club and also raising the target proportion of EVs. Some were less keen on the notion of setting nominal targets, suggesting that the deployment of EVs in the car club should be led by the level of demand.

We will take opportunities to increase the number of EVs in the car club fleet sooner and more substantially, if and when those opportunities present themselves and subject to feasibility and funding availability.

G3 Charging protocol Whilst it was noted that car clubs were well suited to EV use given their downtime between customers, some noted that arrangements would need to be made to ensure that users plugged the vehicle in to charge after returning it. The speed of charger would also need to be carefully considered based on the period of time between customers.

These comments have been noted and passed on to the council’s commercial car club operator.


ID What was said (overarching theme)? Our response and associated changes (where applicable) G4 Public sector role

Another theme that was raised was regarding the role that the public sector should take with regards to encouraging EV use in car clubs. Some felt that public funding and resources should not be allocated towards supporting car clubs as private enterprises and that the private market should take the lead in their development. Others suggested that by allowing additional car club providers to operate in the county, the added competition might drive innovation towards using EVs.

The council will invest time and resources into supporting an increase in electric car club vehicles where this is an effective use of council resources to fulfil an obligation or objective that the council has, and the council always considers the benefits and disbenefits of not acting before investing time or resources in any scheme. A competitive bidding process is periodically used to determine the council’s single preferred car club supplier to introduce competition and encourage innovation; additionally the council does not prevent additional private car clubs operating where the operator has full accreditation with CoMoUk and where cars are based upon private land or bays within new developments at the discretion of the developer.

G5 Car club vehicle type The type of EV that used by car clubs was discussed with a preference to restrict provision to BEVs and PHEVs and avoid the use of HEVs.

The most appropriate type of vehicle, or specific type of EV, will be one of a number of factors considered when weighing up the merits of any particular car club scheme the council undertakes.


Taxis ID What was said (overarching theme)? Our response and associated changes (where applicable) H1 General support

Most feedback was supportive of the idea of moving towards EV usage amongst taxis and for this area to develop quickly. It was noted that a transition in this sector may help to normalise EVs amongst many residents and give them the confidence to switch their own vehicle.

We note there is overall support for action to work with district and borough partners through the Surrey Air Alliance to support consistent licensing standards for taxis across the county and identify key locations where chargepoints can be installed to facilitate the usage of EVs by taxi operators.

H2 EV taxi charge points A number of comments were received on the idea of making charge points available for exclusive use by taxis. It was noted that taxi firms should be engaged to identify potential charge point locations, with availability at station ranks likely to be of significant importance in making drivers confident of EV use being practical. Some suggested that the speed of charge will be important in ensuring taxis don’t lose out on custom whilst recharging.

The council will work with district and borough councils and taxi firms to identify suitable locations and charger types for taxis, and note that there is a growing literature and UK case studies which can be drawn upon to inform this discussion. We have amended the proposed action that we will take accordingly: Suggested change/addition to the strategy Action 4.2: Encourage EV uptake by taxi operators

We will continue to work with district and borough partners where appropriate through the Surrey Air Alliance to support consistent licensing standards for taxis across the county.

To support this work we will work in partnership with taxi firms and other stakeholders and review evidence from existing electric taxi schemes to identify key locations where the most advantageous chargepoints can be installed to facilitate the usage of EVs by taxi operators.

H3 Taxi vehicle type The most appropriate type of EV for taxi use was discussed with some noting that PHEVs might currently be more suitable than BEVs for many firms given the distance covered by individual journeys and the downtime for recharging. However, it was also mentioned that the high level of utilisation means that the total cost benefits of BEVs (e.g. maintenance) would be realised sooner by taxi operators.

We will work in partnership with taxi firms to identify the most suitable infrastructure for supporting electric taxis, per revised Action 4.2.


ID What was said (overarching theme)? Our response and associated changes (where applicable) H4 Licensing

Some respondents were keen to see stricter licensing standards for taxis to be adopted, and suggested mirror those in London to mandate taxi operators to move towards cleaner vehicles and specifically BEVs. Alternatively, this could be achieved by offering financial incentives for them (e.g. reduced application fees). However it was also noted that the demands of taxis differ significantly across the county given the metropolitan/urban fringe nature of some boroughs/districts compared to a more rural setting in others, which ultimately makes it difficult to set uniform licensing conditions.

Taxi licensing is beyond Surrey County Council’s direct control, but we will work with taxi licensing teams at district and borough partners to encourage EV uptake by taxi operators through appropriate licensing standards.

H5 Public sector role As noted in other sections, some responses wished to ensure that the council does not subsidise taxi firms by paying for charging infrastructure for their exclusive use. It was also suggested that this should be a lesser priority than making charge point provision for residents.

The council will invest time and resources into encouraging taxi firms to transition to electric fleets where this is an effective use of council resources to fulfil an obligation or objective that the council has, and the council always considers the benefits and disbenefits of not acting before investing time or resources in any scheme. Encouraging a transition to electric taxis will be part of a suite of actions to increase EV uptake amongst residents, businesses and fleet operators as set out in the strategy.


Buses ID What was said (overarching theme)? Our response and associated changes (where applicable) I1 Impact of existing fleet

A number of respondents had concerns about the air quality impact of the existing bus fleet. This included suggestions to convert fleets to EV, impose age limits on diesel bus vehicles or measures to discourage buses idling whilst waiting at bus stops.

It is not within the council’s power to impose age limits on diesel buses, however, the conversion of bus fleets to EV is something that the council supports and will look to develop where funding availability and route feasibility allows it, as demonstrated by the EV Park & Ride project in Guildford. The Low Emissions Transport Strategy [Draft] (Surrey County Council, June 2018) addresses preferred general approaches to reducing the emissions of buses including measures to improve public transport interchanges and Quality Bus Partnerships. The council undertakes anti-idling campaigns in areas of poor air quality, subject to availability of funding.

I2 Advertising On the theme of education and influencing attitudes it was recommended that EV buses operating in the county should be advertised deliberately to help normalise the technology.

The importance of promotional actives are recognised pursued currently where appropriate for general bus travel. Where appropriate, specific messaging will be targeted towards electric buses.

I3 Bus infrastructure A number of responses discussed bus infrastructure and how charging might be integrated, with bus stop charging facilities, trolley buses and trams suggested as possible solutions. The idea of allow bus lanes to be utilised by zero emissions vehicles was also put forward. Finally, it was noted that general bus service quality and frequency must be improved to encourage more people to use them and merit the investment in switching to EV.

The council monitors developments in electric bus technology around the UK to understand if and how the technology might be of benefit and if it could feasibly be applied in Surrey. Whilst allowing EVs into bus lanes in the short-term might offer a small incentive to drivers to choose an electric vehicle, when looking ahead we expect increasing numbers of EVs on the roads and note that EVs will not solve Surrey’s congestion issues meaning dedicated lanes will continue to be required for buses to encourage use of public transport. We will continuing to invest in improvements to general bus infrastructure and priority measures through appropriate funding streams with associated improvements to bus services taking place through Quality Bus Partnership arrangements with operators


ID What was said (overarching theme)? Our response and associated changes (where applicable) I4 Ambition

With regards to the ambition of the strategy, a number of responses wished to see greater urgency and a commitment to more buses being EV. In contrast to this, it was also questioned whether the relatively low level of users compared to other modes warranted prioritising EV buses.

Although buses make up a smaller modal share than private cars, the Surrey Transport Plan sets out objectives to maintain a sustainable network of financially-supported buses and targets improvements to patronage. The impact of diesel bus engines on local air quality is recognised and therefore the council sees justification in considering EVs where feasible. Efforts to accelerate the rollout of EV buses will ultimately be governed by the availability of

I5 Bus routes In terms of the suitability of routes and technology, respondents indicated a desire to explore PHEV buses where BEV technology or route topography present a limiting factor. It was also suggested that identifying route identification should be a precursor action to trialling new EV bus routes.

The council will continue to work in partnership with bus operators to identify bus routes suitable for conversion to electric vehicle technology. Where operators and the council identify a route together, we will work together to identify the most sustainable, viable vehicle for the route based on the technology available at the time.

I6 Best practice The relevance of previous experience was noted, with recommendations to utilise information from EV bus services trials in neighbouring areas or refraining from rolling out further EV fleets until the performance of the planned Guildford EV Park & Ride service can be assessed.

The council is aware of, and monitoring the progress of, electric bus trials in the UK and in Europe, and takes industry best practice into account when making decisions to invest in and support schemes such as the electric vehicles on the Guildford Park and Ride. This Park and Ride trial will offer the council lessons that will inform any future decisions to support electric buses.


Community transport ID What was said (overarching theme)? Our response and associated changes (where applicable) J1 General support

Typically most respondents were supportive of actions that support the rollout of EV in the CT sector. The importance of work in this sector was also linked to the importance of encouraging modal change in the journey to school. Although it was also questioned whether the council should be focussing on a relatively niche sector given the broader challenges faced and, furthermore, whether it should even be the responsibility of the public sector to support CT.

The council notes that most respondents were supportive of the rollout of EVs to the community transport sector, including for school journeys. This will be part of a wide-ranging package of actions to increase EV uptake amongst residents, businesses and visitors as set out in the strategy. The council supports community transport schemes where they are an effective use of council resources to fulfil an obligation or objective that the council has, and the council always considers the benefits and disbenefits of not acting before investing time or resources in any scheme.

J2 Funding opportunities A number of responses addressed the issue of funding difficulties in the CT sector. Some queried whether existing government funding pots (e.g. OLEV / innovation funding) might be utilised to assist with the issue. Others suggesting exploring private funding sources or crowdfunding to support expansion.

Community transport organisations typically are very skilled at raising funds through bids to funding pots and donations, and increasingly crowdfunding is being used by the community transport sector to raise additional funds. The council monitors central government funding opportunities closely and regularly bids for money to support transport of all types in Surrey.

J3 Governance Respondents noted the need for more national governance on the issue to make it feasible for the CT sector to consider switching to EV. There was a call for coordinated lobbying to take place from both the county and boroughs/districts.

The Surrey Air Alliance is a partnership between Surrey County Council and Surrey’s eleven district and borough authorities. The Surrey Air Alliance submit written responses to the government on matters concerning air quality, and in these responses raise issues such as these where changes in legislation, guidance or funding arrangements would have a positive impact on air quality.


Council land ID What was said (overarching theme)? Our response and associated changes (where applicable) K1 Partnership with private firms

There was significant support for working with private organisations to provide charging infrastructure, to overcome a lack of available public capital funding. Some respondents additionally felt that it was not the council’s role to directly provide charging infrastructure. Some respondents suggested that the council adopt ready-made, successful models that have already been applied by other local authorities. Conversely, there was some support for making charging more affordable through public provision to incentivise EV use.

The council notes that there was significant support for working with private organisations to provide charging infrastructure, to overcome a lack of available public capital funding. It is not clear that the council could offer a substantially more affordable charging network than a private provider without negatively impacting upon the council’s ability to support other council services. However, all options will be explored to identify the most effective use of council funds.

K2 Minimising negative impact on walking and cycling facilities Some respondents felt strongly that EV charge points should not take away space from, or be to the detriment of, walkers and cyclists.

The needs of pedestrians and cyclists will be considered as part of the placement of any new electric vehicle infrastructure. Surrey County Council is supportive of high-quality walking and cycling environments to encourage healthy, low-emission, sustainable travel.


Council vehicles ID What was said (overarching theme)? Our response and associated changes (where applicable) L1 Setting an example

A number of responses agreed the importance of SCC setting an example by using EVs in its daily operations to help normalise the technology more widely and provide feedback on its experiences to help inform others. However, it the extent to which SCC’s own fleet operations would have an impact was questioned by some. Beyond fleet, it was suggested that the council should consider measures to encourage or incentivise its staff to switch to EV to have a wider impact on public perceptions of the technology. This could include increasing the availability of car club EVs in the vicinity of Surrey offices to encourage more staff to use them.

The council notes that many respondents were supportive of the rollout of electric vehicles to the council's fleet. This will be part of a wide-ranging package of actions to increase EV uptake amongst residents, businesses and visitors as set out in the strategy. We will take opportunities to base electric car club vehicles in the vicinity of council offices, as and when those opportunities present themselves and subject to feasibility and funding availability.

L2 Ambition Some responses questioned whether the proposed actions went far enough, with suggestions that the use of EVs should be mandated in contracts for council suppliers and that their use should be monitored. To expedite the rollout of EV fleets it was suggested that the council should look to other authorities where rollouts were more advanced and utilise similar procurement routes.

The council consider making the use of EVs a requirement as part of future agreements with council suppliers where it is deemed appropriate.

L3 EV suitability There were a number of comments regarding the potential appropriateness of EVs for council duties, both financially and operationally. Some were concerned that EV use would expose the council to higher costs, at least in the short term, and should only be pursued where cost parity or advantages were available over petrol/diesel vehicles. Others argued that commercially viable models already exist, particularly over the whole vehicle and that the savings could be used to support the cost of new charging infrastructure. Operationally, there were comments that certain vehicle uses would not be suited to EV although another noted the growth in relevant markets such as electric LGVs.

Guidance for fleet managers will need to be updated to enable the consideration of EVs where appropriate for the specific council service.


L4 Funding opportunities There were questions whether government funding opportunities to electrify and provide charging infrastructure for SCC fleet vehicles might be available.

The council monitors central government funding opportunities closely and regularly bids for money to support transport of all types in Surrey.

developing an electric vehicle strategy · developing an electric vehicle strategy outcomes of...

Documents