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The Archers’ electric vehicle row shows why rural areas may oppose chargers – but they also have so much to gain

Posted on April 19, 2023 by amanda.woodman-hardy

Long-running BBC radio soap opera The Archers might conjure images of an idyllic country life, but its storylines frequently highlight real tensions in British society.

The series, set in the fictional village of Ambridge, has been criticised in recent years for storylines which supposedly pander to younger listeners or fail to represent rural life accurately. But the Archers has never shied away from environmental issues, from the escapades of eco-warrior Tom Archer in the late 1990s to more recent episodes about soil health.

Lately, Ambridge has been gripped by a campaign to halt the construction of a new electric vehicle charging station, proposed on a parcel of land being sold by David and Ruth Archer – long-running characters at the centre of the series. This has provoked protests, debates about civic duty and police involvement in the rural idyll.

The placards and slogans of local opponents have fused topics of net zero and the energy transition with anxieties about the future of the countryside. What does this storyline tell us about real rural opposition to such changes?

Charging into trouble

The UK government has pledged to phase out the sale of new petrol and diesel cars by 2030. If electric vehicles (EVs) are to replace them, charging infrastructure must be expanded to help people switch.

By some estimates there are over 35,000 active EV charging ports across the UK. The Department for Transport has pledged 300,000 public chargers by 2030 to stop a patchy network of charging points putting some drivers off buying EVs and allay concerns about their potentially shorter driving range.

An electric vehicle charging point in a quiet, coastal car park. — A public charging point in Shetland, Scotland.
AlanMorris/Shutterstock

Infrastructure built to fulfil national commitments to cut emissions will have important local consequences. The concerns voiced in Ambridge might resonate in rural communities playing host to new construction projects which can bring with them increased traffic, noise and damage to the landscape.

When researching opposition to energy infrastructure for a new book, we learned about Littlehampton in Sussex, a seaside town where residents successfully opposed an on-street EV charging scheme. Residents complained about not being consulted beforehand and argued that charging points, built without off-street parking, would draw drivers from elsewhere who would take spaces from them.

Rural communities have also opposed new renewable energy projects, such as solar farms, for their potential disruption or effect on property values. Many who moved to a rural area to enjoy its natural beauty argue that new infrastructure industrialises the countryside.

Finding community support

In The Archers – like in Littlehampton, Sussex – local opposition to new EV charging stations derives from a feeling that something is happening to residents, rather than with or for them. Some Ambridge residents are suspicious of the shell corporation behind the scheme. In real-life Sussex, residents said that they weren’t properly consulted.

Rural opposition is not inevitable, however. With amenities and services often clustered in bigger towns, rural households must travel further to access them, making them particularly vulnerable to rises in the price of petrol or diesel.

This vulnerability has been exacerbated by dramatic cuts to rural bus routes. An analysis by the Guardian found that one in ten routes were axed in 2022, with 42 routes lost from the west of England alone.

Withdrawing public transport funding cuts off rural communities from essential services and friends and family elsewhere. These same communities could benefit the most from an expanded EV charging network.

A bus shelter beside an empty rural road. — Cuts to public transport funding have hit rural communities particularly hard.
Harry Wedzinga/Shutterstock

Some rural communities aren’t waiting for this to happen and have taken to sharing electric cars to fill the gaps left by lost services instead. For example, new EV clubs are being formed in Wales to give people easier access to shared transport.

These schemes ask people to pay an annual membership fee in return for being able to book a car 48 hours in advance. This is helping people get to GP appointments or job interviews.

But while those living in Greater London might access a charging point every mile on average, this number jumps to one every 16 miles in rural areas.

Plugging the gaps

One reason why rural areas are underserved by EV chargers concerns their cost-effectiveness. In areas where there might be less immediate demand, the upfront investment needed to install a charging point will take longer to pay off.

New subsidies and grants could help install more chargers in more places. But it will be necessary to work with communities to prevent conflict.

Despite the uproar in Ambridge, rural areas have a lot to gain from charging infrastructure. Residents will have differing views which planners must address.

This blog is written by Cabot Institute for the Environment members Dr Ed Atkins, Senior Lecturer, School of Geographical Sciences and Dr Ros Death, Lecturer in Physical Geography, University of Bristol.

This article is republished from The Conversation under a Creative Commons license. Read the original article.

Teaching sustainability in computer science?

Posted on May 19, 2022April 16, 2023 by janet.crompton

The Faculty of Engineering at the University of Bristol ran a discussion panel on if and how should (environmental) sustainability be taught to the Engineering students. Here are my 2 pence on teaching sustainability to Computer Science students.

Why should our students engage with Environmental Sustainability in their formal education?

Well because the ICT/Software impacts and drives every activity in the present society – from the day to day business to entertainment, education, and policy. This impact is felt in two ways:

through production and use of ICT equipment and software, and
through changing the way that the society itself operates.

I will only mention some brief points about the impact of production and use of ICT:

Energy Consumption of the ICT systems seems to be growing unstoppably, e.g.,
- In 2018 the data centres were accountable for about 1 % of the global electricity use
- The energy consumption of the ICT is projected (in worst case) to account for 20% of the world electricity consumption in 2030 [1].
Materials, including rare earth metals are also increasingly depleted for use of ICT hardware production. Even worth, as much of the hardware is quickly outdates and distracted, it creates the problem of e-waste.
Waste form ICT hardware is either put into landfill or damped at the developing countries.

So yes, to point out a few issues that we, as computer scientists and engineers we need to learn to think about: how about teaching and learning about how to minimise energy and material consumption, how to design modular and long-living hardware and software solutions, how to make our software maintainable and hardware bio-degradable?

But, even more importantly, Software Engineers must learn about the impact that their software solutions have within their situated environments.

Let’s look at the problem of traffic congestion: we all know that when too many vehicles are trying to get through a given road, they create a traffic jam; as the vehicles use (fossil) fuels while sitting in a traffic jam, they ends up generating excessive CO2. So what can a software engineer do to help? How about we some ride sharing software solutions, like Uber or Lyft?

Figure 1: Ride sharing software to reduce CO2 emissions.

We know that, as shown in Figure 1, this software will reduce the need for car ownership and as lesser number of people own and drive their cars, it will also reduce traffic congestion problem!

We already teach our students how to develop such applications. They already learn about platform development for data collection, and data analytics, distributed systems development and could computing and user interface design: all that they need to develop a ride sharing application is well covered in the current Computer Science curriculum.

But what happens once this application goes out to be used by people? It turns out that car ownership does decrease, so great. But, as studies into ride sharing show, these also increase the distance travelled by the shared cars. Even worse, as ride sharers become accustomed to the Uber/Lyft services, which are convenient and cheap compared to “normal” taxies, they start to substitute the journeys previously taken by public transport (i.e., bus or train) for ride sharing services.

In short, traffic congestion and respective CO2 emissions do not improve at all, as shown in Figure 2.

Figure 2: Longer term environmental impact from use of ride sharing.

I suggest this is because, while the software developers for the ride sharing solutions may have wished to reduce environmental impact, they did not know how to account for such an impact. As and education providers, we do not teach our Software Engineering students about:

Systems Thinking,
Environmental Life Cycle Assessment,
Responsible Innovation and Software Impact Assessment, about
Human Behaviour and Rationality, or
Sustainable Living.

What should be offered to students within our faculty with regards to Environmental Sustainability?

Well, all of the above. Unless we teach our students to account for the human behaviour and longer term software use, software impact assessment and responsible decision making in what, how, and why is integrated into software solutions, we are not likely to see such solutions having any positive impact in addressing the challenges of the environmental degradation and climate change.

So how can we integrate Sustainability into our programs?

I suggest that each module taught to our students must cover content of how it relates to sustainability and sustainable development. So each module needs to be reviewed. As stated in the Karlskrona Manifesto for Sustainability Design [2,3]:

There is a perception that sustainability is a distinct discipline of research and practice with a few defined connections to software.

Whereas sustainability is a pervasive concern that translates into discipline- specific questions in each area.

So, we really do need to teach students about which questions does sustainability translate in each of our modules, and how to address these questions, some examples of these are shown in Fig 3.

Figure 3: Additional issues to consider in Computer Science Curricula.

References

[1] https://ictfootprint.eu/en/news/decreasing-ict-energy-consumption-%E2%80%93-power-data-centres-and-people%E2%80%99s-will-ictfootprinteu-webinar

[2] The Karlskrona Manifesto for Sustainability Design, url: https://www.sustainabilitydesign.org/karlskrona-manifesto/

[3] Becker, C., Chitchyan, R., Duboc, L., Easterbrook, S., Penzenstadler, B., Seyff, N., Venters, C. C. (2015). Sustainability design and software: The Karlskrona manifesto. ICSE’15: 37th International Conference on Software Engineering. http://dx.doi.org/10.1109/ICSE.2015.179

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This blog is written by Cabot Institute for the Environment member Dr Ruzanna Chitchyan, from the Department of Computer Science at the University of Bristol.

Yangon’s mobility crisis: A governance problem

Posted on May 17, 2017April 5, 2023 by janet.crompton

A mobility crisis has arisen in Yangon, Myanmar, as growth-induced congestion is slowing travel times for the city’s widely used buses, thereby incentivising car ownership and increasing traffic further. The key cause is poor governance, which manifests itself through fragmented planning, low public infrastructure investment, and a ban on motorcycles and bicycles.

Home to more than 5 million people and producing nearly a quarter of Myanmar’s gross domestic product, this metropolis is once again buzzing with activity as it reopens to the world after decades of military rule. But Yangon’s potential to serve as an engine of economic growth for the nation is being severely undermined by a mobility crisis. As the economy speeds up, the city slows down.

Journey times have skyrocketed in the city as the streets become ever more crowded. Some estimates suggest travel speeds at peak times have dropped from 38 km/h in 2007 to 10-15 km/h in 2015. This slowdown matters for several reasons. First, such high congestion places a significant drag on productivity by raising the cost of doing business and generating friction in the greater Yangon labour market. It is harder for workers to commute to the jobs they are qualified for. Second, the worst affected are the poorest. As a group, they spend the highest share of income on transport and the most time in traffic, which impedes poverty reduction efforts and adds to inequality. Third, air pollution has reached dangerous levels. The World Health Organization finds that Myanmar has some of the worst air pollution in the world, due in part to “inefficient modes of transport”.

The proximate causes: liberalisation and economic growth

Yangon’s mobility crisis is a positive indicator insofar as it reflects robust economic growth. Estimating the city’s growth rate is challenging due to a lack of economic data. However, by exploiting satellite images of night-time lights, which can be used as a rough proxy for economic activity, we can get an idea of the pace of growth. Figures 1 and 2 show images of Yangon at night in 2003 and 2013, respectively. Over this period, the level of luminosity nearly tripled, which we estimate translates into an impressive average annual growth rate in output of 8.5%. Growth appears to have been accelerating, given our estimate that the city grew at an average annual rate of 11.2% between 2008 and 2013.

Figure 1: Luminosity in Yangon Region, 2003

Figure 2: Luminosity in Yangon Region, 2013

Since 2011 this growth has been accompanied by a large expansion of personal automobile usage. It was virtually impossible to import automobiles prior to 2011 due to heavy restrictions imposed by the military. The relaxation of vehicle import restrictions, as part of a wider range of liberalisation reforms in recent years, has revealed extensive pent up vehicle demand and allowed a precipitous decline in car prices. Yangon’s burgeoning middle class has jumped at the opportunity to acquire newly imported vehicles and escape the deteriorating bus system. Official figures indicate that there was a 153% increase in registered vehicles in Yangon between 2011 and 2014 alone.

The congestion incentive spiral

The surge in automobile ownership has set in motion a “congestion incentive spiral” that has exacerbated traffic. Prior to liberalisation, buses were by far the dominant mode of transport. The bus system was run as a competitive cartel with a restricted number of private bus owners competing for passengers on similar routes. This incentivised overcrowding, reckless driving, and under-investment in bus fleet maintenance — all of which contributed to congestion and a poor passenger experience.

For those who can afford a car, abandoning the buses is rational. Cars are more comfortable and always quicker than buses. The ability to go directly from origin to destination without stops or transfers significantly reduces the overall journey time. There remains a dilemma: the more people abandon buses, the worse traffic becomes, and the greater the incentive to use private transport. It is an incentive spiral that can only be broken by dramatically increasing the costs of individual car use or by providing an attractive alternative.

Fragmented governance as a root cause

There is no ready alternative to buses and cars in Yangon due to a legacy of poor planning, low public investment, and the fact that motorcycles and bicycles are banned in the city. In fact, there has been no significant investment in public transport infrastructure since the colonial era when the city’s Circular Railway was built. The railway is running and affordable, but its slow speed and limited coverage mean it attracts only a small fraction of Yangon’s commuters.

The emergence of the dysfunctional private bus cartel was an organic response to the lack of alternatives, which in turn was a consequence of the systematic lack of public investment in transport infrastructure and services. This crisis of governance persists today despite the energetic efforts of the current Chief Minister of Yangon, who has driven an impressive reform of the bus system by breaking the cartel and introducing proper public oversight.

An improved bus system, however, will not be enough to break the congestion incentive spiral now that so many people have purchased cars. What is required is a comprehensive and financially viable transport plan developed and implemented by a public transport authority with a metropolitan remit. Currently, the delivery of city infrastructure and services is fragmented across three tiers of government and dozens of agencies and offices. This fragmentation of governance is the true underlying cause of Yangon’s mobility crisis.

A path forward: governance then infrastructure

It is important to frame the problem as a mobility crisis, not a traffic congestion crisis. People can move through cities in many ways, and all large cities have traffic congestion challenges. More prepared cities do not suffer from mobility crises because other transport options are available: bus rapid transit systems that are insulated from traffic; cycling infrastructure; rail networks; and pedestrian-friendly mixed-used developments that reduce the demand for vehicular travel.

Relatively modest public investment could help Yangon. Nonetheless, a bus rapid transit plan announced in 2014 unfortunately appears to have been shelved. The mostly flat topography of Yangon is conducive to cycling. Relaxing restrictions on the use of bicycles on key arteries and in the city centre, combined with modest investments in cycling infrastructure, could provide an affordable alternative mode of individualised transport in the city.

These initiatives require significant governance reforms to succeed. Yangon is projected to join the ranks of the world’s mega-cities (i.e. cities with 10 million or more inhabitants) by 2030. With this growth comes physical expansion, which alters commuting patterns and transport demand. Without a concerted and sustained intervention by a metropolitan-scale transport authority with a mandate to maximise urban mobility, Yangon’s transit woes will surely worsen and further undermine the city’s enormous potential to support Myanmar’s economic renaissance.

This blog is written by Dr Sean Fox (Political Economy of Development & Urban Geography) and originally hosted on the IGC blog.