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STATES OF JERSEY
CARBON NEUTRAL ROADMAP
Lodged au Greffe on 10th March 2022 by the Minister for the Environment Earliest date for debate: 25th April 2022
STATES GREFFE
2022 P.74
PROPOSITION
THE STATES are asked to decide whether they are of opinion −
- to refer to their Act dated 2nd May 2019, in which they agreed that there existed a climate emergency likely to have profound effects in Jersey and, in order to respond to the climate emergency, to approve the Carbon Neutral Roadmap for Jersey as set out in the Appendix to the report accompanying the proposition; and
- to recommend that, at the start of the next Assembly, the Chief Minister considers creating a new ministerial portfolio for Energy and Climate Change.
MINISTER FOR THE ENVIRONMENT
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P.74/2022
REPORT
The rationale for seeking the Assembly's adoption of both parts of the proposition is set out in the appended Carbon Neutral Roadmap.
Financial and manpower implications
There are various resource implications that are identified against the proposed policies within the Roadmap.
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P.74/2022
i
Carbon Neutral Roadmap
Contents
Minister’s Introduction 4 Assistant Minister’s Introduction 6 Part A – The Foundations 9
• Funding a Just Transition 12
• The Carbon Neutral Strategy 16
• Deliberation - Citizens’ Assembly on Climate Change 20
• Listening to children and young people 20
• Listening to the evidence 21
• Analysis of the consultation responses 22
• Consideration of the consultation responses 23
• Strategic policy 1: Jersey’s net-zero emissions pathway 31
• Strategic policy 2: Island energy market 33
• Strategic policy 3: Financing strategy 34
• Strategic policy 4: Policy programme and development 40
• Strategic policy 5: Becoming carbon neutral 41
- Carbon Neutral Roadmap 46
- Understanding our emissions pathway 50
- Understanding our sources of emissions 54
• Emissions from travel and transport 54
• Emissions from heating, cooling and cooking 58
• Funding the Carbon Neutral Roadmap 65
9. Introduction 70
• Assessing and prioritising policies 70
11. Governance and next steps 79
• Detailed design through to implementation 79
• Governance 80
• Appendix 1 – List of published evidence base 82
• Appendix 3 – Implementation schedule 149
The Carbon Neutral Roadmap is the culmination of a three-year work programme that started in May 2019 when the States Assembly made a bold and ambitious commitment to respond to the climate emergency and to ‘aim to be carbon neutral by 2030’.
I believe we should mark this important waypoint on the journey of transition towards a sustainable future which we as an Island have embarked on. We are not sheltered from the significant global and geopolitical events that have shaped our journey so far and will need to continue to adapt over the coming years as the Roadmap is implemented.
Recent world events are causing energy market volatility and geopolitical tensions that reiterate the need for us to consider the security, affordability, and sustainability of our energy supply. The very latest Intergovernmental Panel on Climate Change Sixth Assessment Report (published 28 February 2022) warns us that climate breakdown is happening faster than expected and the window to act is closing fast. These events, combined with the scientific evidence, are sobering and reinforce why we need to respond now to address the climate emergency.
The States Assembly mandated a truly people-powered approach which has greatly enriched the policy making process. We used novel methods and processes to engage and mobilise all segments of our diverse population. This all happened during the coronavirus (COVID-19) pandemic, which challenged our thinking, frustrated our original plans, and meant that we had to create innovative solutions and adapt to changes quickly.
Nonetheless, a very significant level of engagement was achieved, supported by extensive evidence gathering and policy making. Stakeholders and the public have given rich feedback and indicated an unprecedented level of support for the Roadmap. I am especially delighted with the input from the Youth Parliament whose participation has provided unique insight and challenge to our thinking. This sobering comment from the Youth parliament says it all:
‘In this climate crisis, we need to do everything we can.’
The combined voices from all these different sources will continue to inform the next stage of development and design of the measures proposed as they go into early implementation. I would like to extend my thanks to all those who have engaged in this process, the lessons from which I hope will set a model for future policy making processes.
The Roadmap provides a structured framework and a process that we can all be proud of and can commit to. It stands as a legacy of the journey so far. It is ambitious, whilst also being deliverable and pragmatic, with a determination to accelerate actions in the short term which start to attack the climate emergency. The journey to produce the Roadmap has not been easy, and hard work is ahead of us to put this into action.
The evidence tells us that this is the time for the Roadmap to start us on our way. It gives a commitment that future governments will uphold through the creation of a new Ministerial portfolio covering energy and climate change.
Deputy John Young Minister for the Environment March 2022
Assistant Minister’s Introduction
This Roadmap commits us to an ambitious, science-led emissions reduction trajectory that aims to meet our desire to become carbon neutral by 2030 and, also, aligns with the widely held global ambition of net-zero by 2050 as set out in the Paris Agreement.
The policies within the Roadmap focus on how we can move away from burning fossil fuels and so reduce our on-Island greenhouse gas emissions to net-zero by 2050.
Crucial to the success of the Roadmap will be the establishment of a new ministerial portfolio which will ensure that the issue of climate change is given the recognition needed to reach our ambitious targets.
Decarbonising our economy will be difficult. Indeed, it is likely to be one of the most difficult things that our Government, and Governments all around the world, have ever had to face.
The Carbon Neutral Roadmap should not adversely affect the most vulnerable in our community. In reducing our contribution to climate change, we will be helping everyone to enjoy a better quality of life. The policies to tackle greenhouse gas emissions come with the added benefits of supporting biodiversity, improving air quality and Islanders’ health, amongst other things.
We cannot shy away from the fact that it will have significant financial implications for the Island, and we will have to work hard to ensure that we avoid unintended consequences of the policies that are implemented.
We are committed to ensuring a Just Transition throughout the decarbonisation of our economy. The interests of both future generations, and those currently reliant on polluting industries for employment, will continue to be considered. Neither group should be actively disadvantaged by being left to live
with the impacts of inaction now or to bear a disproportionate burden of the costs to mitigate and adapt to climate change.
The Carbon Neutral Roadmap policies are designed as a pack to complement each other. These will work together to encourage and incentivise voluntary behaviour change towards low carbon activities over the short-term, with disincentives discouraging carbon intensive activity over the medium-term
and mandatory changes brought in through legislation changes over the long-term. There will be consequences in terms of budget and the pace of decarbonisation if certain policies are taken forward without the whole package.
The last decade has emphasised the environmental realities of climate change; storm events, extreme weather, changes in polar ice flows and species extinction being just a few examples of how the natural environment is reacting to our neglect. However, as the situation becomes more urgent, we are seeing a shift in public attitudes largely driven by to the inspiring leadership shown globally by young people.
Direct action by young people in Jersey, in May 2019, and the work of environmentally conscious members of the Assembly, lead the States Assembly to declare a climate emergency which, in turn, initiated this crucial area of policy work.
Difficult decisions are needed but we should not shy away from making them. The success of COP26 in Glasgow in autumn last year showed how nations from around the world are now coming together to tackle this and we should be reassured that we are not facing these difficult decisions alone.
The time to act is now and we cannot delay.
Deputy Jess Perchard Assistant Minister for the Environment March 2022
Why Jersey? Rthat no one country can address aloneesponding to the climate emergency is a global challenge . Jersey is small, but it
still has its role to play. Just because we can t do it all on our own doesn t mean we shouldn t try to do what we can.
Here are 10 reasons why Jersey should do its bit:
1 CJersey may feel protected from the worst impacts of climate changelimate change is affecting Jersey and will get wo, but we already see more erse xtreme weather and
have the real threat of coastal flooding. Across the world, people are losing their homes to flooding and wildfires, and suffering food shortages. As impacts increase, mass migration grows and battles for scarce resources escalate, the effects will end up on our shores.
2 A low carbon Island is a fairer Island
3 Through our climate policies, we can create fair access to clean and affordable energyre-skilling opportunities, less congestion in town and a chance for everyone to do their bit.A low carbon Island is a better, more beautiful Island , warmer homes, new jobs and 4 Decarbonising our Island means cleaneroutdoors, improved public health from active travel, cleaner beaches and a greater sense of communityTIn 2019here, the Sis atates Assembly declared a Climate Emergency that is likclimate emergency, safer, quieter roads, reduced air pollution, more space for wildlife and to play ely to have a profound effect on Jersey. . The
emergency hasn t gone away, even if we ve had something else to worry about in the meantime.
5 There are many small communities
6 There are over 100 towns in the UK with a population less than that of JerseyTThe Citizenshe citize Assembly on Climate Change met in Spring 2021. They spent over 1500 hours debating and learning ns of Jersey want action . If Jersey is too small, surely they are too.
together, and made recommendations. As a representative group of Jersey citizens they were ambitious and want to see action.
7 WAs an international finance centree have our reputation t, whose reputation relies on it being a responsible global citizen quick to adopt and o think of 8 adhere to international standards and rules, it is vital Jersey takof the world so as to tackle climate change78% of young people surveyed in Jersey were worried or very worried about climate change. We don t want to be the odd one out.es action and sets its climate targets in line with the rest . A child born today
We owe it to future generations
faces multiple and lifelong health harms from climate change a warmer world with an increased risk of food shortages, infectious diseases, floods and extreme heat. If urgent action is not taken its impacts will be felt by our children and generations of their children living in Jersey.
9 China s emissions are (in part) our emissions
10 Our consumption drives emissions across the globean average European is responsible for almost 13 tonnes per yearresult from consumption elsewhere which will include emissions from making things that we buy in JerseyWe re taking a people-powered approach. We ll mak. While our annual on-Island emissions are 3.8 tonnes per person, e more progress . As an example, about 14% of China s emissions .
Everyone has their own reasons
when everyone finds their reason to take action, to get involved and
make sustainable choices, about how we travel, what we eat and how
we use energy. Some people have their reason now, others will find it,
but everybody s reason counts.
1. Introduction: Building the Foundations
- On 2 May 2019, 40 elected members in the States Assembly voted to declare, ‘that there exists a climate emergency likely to have profound effects in Jersey’[1].
- Much has changed in the two and a half years since that vote. In 2021, the World Meteorological Organisation recorded that the past seven years are on track to be the seven warmest on record[2]. In the same year, the North America ‘heatdome’ is estimated to have killed 1 bilion animals and caused hundreds of human fatalities; the largest single California wildfire on record started in Dixie on 13 July and had burned about 390,000 hectares by 7 October; the city of Zhengzhou, in China, received more than its annual average rainfall in a single day on 20 July; flash floods were linked to reported economic losses of US$17.7 billion across the world; and scientific research has continued to reinforce the fact that human activity is heating the planet and that more drastic action is needed now, in order to seek to constrain global temperature rises to around 1.5ºC.
- On 27 February 2022 the Intergovernmental Panel on Climate Change (IPCC) published ‘Climate Change 2022: Impacts, Adaptation and Vulnerability[3]. It unequivocally states that ‘Human- induced climate change, including more frequent and intense extreme events, has caused widespread adverse impacts and related losses and damages to nature and people, beyond natural climate variability. Some development and adaptation efforts have reduced vulnerability. Across sectors and regions the most vulnerable people and systems are observed to be disproportionately affected. The rise in weather and climate extremes has led to some irreversible impacts as natural and human systems are pushed beyond their ability to adapt.’
- Perhaps most significantly, the COVID-19 pandemic has dominated our lives, caused wide-spread harm and suffering and given rise to global social and economic shifts that will take many years to fully understand. The pandemic was, at the same time, both a giant distraction from the issue of climate change – requiring the full attention of government, business and community leaders, and the allocation of massive resources – and a stark reminder of the inter-connectedness of our world, of the power of collective action and a chance for many to reassess long-established attitudes and beliefs.
- The intervention of the COVID-19 pandemic is a reminder that there will always be other issues that require immediate attention. Staying focused on tackling long-term climate change is
difficult in the face of urgent challenges; recognising this validates the focus of the Carbon Neutral Strategy[4] ‘aim(ing) at creating the foundations for long-term social and economic change’.
- Building the foundations for long-term change may appear counter-intuitive in an ‘emergency’ situation, but it recognises that the emergency response will last several decades and require change in almost every aspect of how we live, that the commitment of our community to that change will be contested and progress will not be linear. Major social, economic and environmental events will occur – in Jersey and elsewhere – and, at times, these will need to take precedence, for a while. During these periods, the capacity of our government and our economy to continue to decarbonise at pace will be tested and will need to rely on the strength of its foundations.
- Whole-Island ownership of this Carbon Neutral Roadmap (the Roadmap) is critical to its success. The climate emergency is a global challenge, but action at a global level alone will not be enough. The choices we each make on a daily basis – as families; in our businesses and organisations; and together as members of local communities – drive the political and economic forces to which global actors respond. In a free society, changing our personal and shared behaviour at the local level is the only reliable route to living more sustainably and slowing the rate of climate change.
- At the same time, the Roadmap recognises the need for Government and the States Assembly to show leadership in updating Island policy to ensure that more sustainable behaviours are achieved, and that the responsibility to decarbonise is shared equally and fairly.
- Islanders’ views are at the heart of this Roadmap, and will remain so, ensuring that future delivery plans respond to the will and experience of people in Jersey.
- Our future response to climate change will look different to our current approach. Tackling the climate emergency is the focus of a huge global research and innovation effort, and public understanding and views are continually evolving. These forces will present – and require – new solutions and new policies over time.
- Setting a Roadmap recognises that the Government of Jersey and the States Assembly will need to continually update delivery plans to take account of what is working – in the Island and elsewhere – and what we need to do more, and less, of to reduce our carbon emissions in line with our commitments.
- This Roadmap sets out the first of these delivery plans, with a suite of policies presented in in Part C, following comments and feedback from Islanders.
- The definition of Just Transition (as provided to the Citizens’ Assembly on Climate Change) was ‘The process of shifting to a low or zero carbon economy in a fair and just manner so that no sector of the community is disproportionately impacted.’ The Distributional Impact Assessment [5]report explains it as follows: ‘In the context of the global transformation to net zero, the concept of a ‘just transition’ in which no societal group bears a disproportionate burden of the costs, and in which the benefits of a zero carbon and resilient economy are shared fairly, is critical.’
- Without significant and sustained increases in funding for decarbonisation policies, nothing will change. There is no free-pass to a low-carbon future – it is difficult work and will require a rebalancing of budgets for governments, businesses, and households. Too many of the things we rely on in our daily lives are cheap because the pollution they create does not affect their price. It is too easy to do the wrong thing and too hard – and often too expensive – to do the right thing.
- The Climate Emergency Fund ring-fences money to help rebalance these economic realities, which means that money for climate change is protected when other pressing priorities emerge. Without this investment, at best, only the wealthy will be able to decarbonise their lifestyles and businesses; at worst our attempts to reduce our emissions will stall. Funding the transition could be particularly challenging for lower-income households in Jersey. This Roadmap commits to a Just Transition, where the costs do not disproportionately fall on people on lower incomes, or on those currently employed in carbon-heavy industries. The impacts of the transition, when considered in the round, should be distributed fairly, and Carbon Neutral Roadmap delivery plans will need to continue to consider relevant socio-economic criteria, including the impact of policies on employment and how acceptable they might be to the public overall.
- Distributional impacts can only be balanced over the period of transition. We can mitigate unfairness but we can’t make the policy package fully progressive given the fact that richer households can better adopt new technologies that will take them out of polluter pays charges. The example here is that is becomes even more important to make the bus service more accessible to all in order to further mitigate the impact on Carbon Neutral Roadmap policies. The alternative is we seek to iron out all unfairness at the start, which results in us doing very little in practice. That means testing is key to targeting public investment in a fair way.
- The findings and recommendations from the distributional impact assessment have highlighted where policies will impact different population segments and marginalised groups. The recommendations have informed the policy development process and will form an important element of the design of delivery phase 1.
- The implementation schedule (Appendix 3) identifies how further impact assessments will be carried out in order to ensure compliance with principle 5 of the Carbon Neutral Strategy[6].
2 Listening to Islanders and the
evidence
- The Carbon Neutral Roadmap is based on wide-ranging expert evidence, and extensive consultation with and consideration by Islanders, as set out in Figure 1. The process of gathering this evidence has been transparent and publicly scrutinised, and the findings are published on www.gov.je/climateemergency[7].
- The development of the Carbon Neutral Roadmap has not just been limited to professional research and analysis but has sought to apply – and further develop – a people-powered approach. The Carbon Neutral Strategy describes this as an approach that ’explore(s) opportunities to put individual citizen and community action at the heart of our response, creating the conditions in which bottom-up initiatives flourish and Islanders support each other to change their behaviours and adapt to lower carbon lifestyles.’
- Many engagement events have been held throughout the process – led by the eco active partnership – to help inspire Islanders to understand and engage with the issue of climate change, and to help build Islanders’ confidence and capacity to both act as individuals and to make their voices heard in the debate about how Jersey should act collectively.
- Work has also continued with partners and stakeholders, such as the Energy Forum, and with Parish action groups that are leading the local response to the climate emergency. Many of the policies set out in this Roadmap aim to sustain, strengthen and grow the people-power that is already on display in Jersey, and to invest in creating new opportunities for everyone to play their part.
15
Figure 1: Timeline for the development of the Carbon Neutral Roadmap.
- The States Assembly, in February 2020, agreed the Carbon Neutral Strategy[1], which provided the preparatory work to enable the development of the Carbon Neutral Roadmap. In particular, the Carbon Neutral Strategy established:
• The people-powered process, (see Figure 2), that has been followed to develop the Roadmap, including the mandate within the Carbon Neutral Strategy to establish Jersey’s Citizens’ Assembly on Climate Change
• A definition of carbon neutrality, established in five principles that are reprised in strategic policy 5, below, and
• High-level analysis of policy options to reduce carbon emissions in Jersey’s highest polluting sectors, including initial analysis of potential costs and benefits.
Figure 2: The people powered process to develop a Carbon Neutral Roadmap.
- In early 2021, Jersey’s Climate Conversation[2] began, involving a wide-ranging exploration of Islanders’ views and suggestions about climate change. This ‘explore phase’ was a six-week campaign running from 1st February 2021, leading up to the first Citizens’ Assembly meeting. It provided a chance for all Islanders to get involved and share their views, learn from their peers, and act.
- Each week consisted of a number of activations to generate interest and engage the public and media on a specific topic. The Government of Jersey provided a selection of background reading and used both online and offline participatory methods to ensure people were given the opportunity to get involved and find out more about the week’s themes.
- Over the six-week period, 153 ideas and 356 comments were shared on the online platform by 110 unique contributors[3].
- A social media campaign accompanied Jersey’s Climate Conversation, featuring a set of films created by Jersey’s Climate Conversation Ambassadors (a range of Jersey influencers, from politicians like Deputy Jess Perchard, to the children of St Lawrence Primary School, and radio DJ Peter Mac.)[4]
- Some of the most effective activations included:
• Wool on Wheels and members of the public knitting wool scarves and hats in the climate conversation colours, and these being placed on statues around the Island to highlight heating week
• a 12 Parish challenge12 cycle route for transport week, complete with QR codes to provide information on relevant environmental topics, and
• a public living room set up in Royal Square with Acorn social enterprise, to encourage climate conversations and to discuss the changes we all can make to reduce our consumption emissions.
- The comments and ideas collected via the online platform over the six weeks of the Explore phase of the Climate Conversation are summarised in the graphic at Figure 4.
Figure 3: This photo montage shows some of the events and campaigns run by Government of Jersey,.
Figure 4: Encapsulates the ideas generated by Jersey’s Citizens’ Assembly on Climate Change.
Deliberation - Citizens’ Assembly on Climate Change
- The Citizens’ Assembly on Climate Change ran from mid-March to mid-May 2021, and brought together 45 randomly selected members of the public to consider the question, ‘How should we work together to be carbon neutral?’
- The 45 Participants, from all ages and backgrounds and representing the full range of views on climate change, met for 15 professionally facilitated online sessions. The content of the sessions was overseen and approved by an expert Advisory Panel. Further information on the Advisory Panel, and minutes from their meetings, is available on Jersey’s Climate Conversation website[1].
- Assembly participants were presented with background fact sheets and listened to 31 expert speaker presentations.[2] They had the chance to pose questions to the speakers and discuss what they had heard as a group.
- The Minister for the Environment, on behalf of the Council of Ministers and all members of the States Assembly, has put on record his thanks for the remarkable contribution of over 1500 hours of collective time and effort contributed by the participants. The high quality and diligence of the considerations clearly demonstrates the level of commitment they brought to the task. Islanders can be proud of the manner in which they were represented through this process.
- In early June 2021 the Citizens’ Assembly published a report[3] of their work, including recommendations that they asked ministers and the States Assembly to consider. Accordingly, in July the States Assembly held an in-committee debate on the recommendations of the Citizens’ Assembly[4].
- Ministers subsequently provided an initial response to the recommendations of the Citizens’ Assembly in their Preferred Strategy[5], published in November. A further updated response will be published alongside this Carbon Neutral Roadmap.
Listening to children and young people
- As part of the people-powered approach, children and young people have been involved throughout the development of the Carbon Neutral Roadmap. This engagement has been through focused sessions with the Jersey Youth Parliament and through less formal mechanisms such as practical projects, workshops, and educational opportunities.
- Climate change and the delivery of the Carbon Neutral Roadmap will have many direct and indirect impacts on the rights of children, and a full Children’s Rights Impact Assessment[6] was produced to accompany the Carbon Neutral Roadmap Preferred Strategy. It has been updated to reflect the full draft of the Carbon Neutral Roadmap and will be further updated at key points in the process. The Children’s Rights Impact Assessment seeks to assess what impact the proposals in the Carbon Neutral Roadmap might have on children and the enjoyment of their rights as stated in the United Nations Convention on the Rights of the Child.
- A detailed evidence base has been developed alongside the people-powered process. This ensures that the Carbon Neutral Roadmap is based both on Islanders’ views and aspirations and an accurate technical understanding of the opportunities and challenges that face Jersey in its transition to carbon neutrality.
- The currently available evidence base, including reports that have informed both the development of the Carbon Neutral Strategy and the Citizens’ Assembly, can be found at www.gov.je/climateemergency[7] and a list is enclosed at Appendix 1 to this report.
- Consultation on the draft Carbon Neutral Roadmap ran from 17 December 2021 to 31 January 2022. It was promoted across local media channels including radio adverts and social media, a shop window display, and was sent to stakeholders through email distribution lists.
- The consultation included:
• a survey (completed by 1,925 people),
• 28 engagement events (online and in person),
• 5 focus independently run groups (detailed outcomes are in a separate report),
• inviting written submissions (50 organisations sent through written submissions and 14 individuals).
- The full Consultation Report[8] details Islanders’ views on the 5 strategic policies; including the policy programme set out in strategic policy 4.
Analysis of the consultation responses
Analysis of the survey
- The survey was made up of 21 questions which were:
13 multiple choice questions (quantitative)
• the total number of respondents who responded to the question,
• for multiple choice questions, how many responses were received to each option,
• the number and percentage each response option received as a proportion of the total number of responses to that question,
• pie charts have been used to visualise how the responses to each question have been broken down.
It was possible to further analyse the responses by age bracket, Parish, and place of birth.
Two questions to rank pre-determined answers by preference (quantitative)
There were two ranking questions that allowed Islanders to sort the pre-determined answers into their order of preference. This allowed for analysis as follows:
• the total number of respondents who responded to the question,
• the total score of an option,
• pie charts have been used to visualise how the responses were broken down.
It was possible to further analyse the responses by age bracket, Parish, and place of birth. However, some respondents reported difficulties in using the ranking system in these questions. This included confusion as to whether ranking 1 was high or low. As a result of these issues, the results from these questions cannot be considered conclusive.
Free text questions (qualitative)
There were six questions which allowed free text responses. A seventh question combined a multiple-choice question with a ‘please specify’ text box for one answer option. All comments added to free text questions were read, summarised, and then categorised by topic. Frequently raised points or themes or specific comments which raised key issues were identified.
- In compliance with the Carbon Neutral Roadmap consultation privacy notice[9], the survey, including general comments, went through a redaction process to ensure that it was not possible to identify who has completed the survey. There was no obligation to complete the survey or to answer the free text questions. The redacted responses were provided to Scrutiny.
Analysis of stakeholder engagement events
- There were different stakeholder engagement events designed to understand the views and thoughts of the different stakeholders. The conversations in these sessions were summarised into key themes and pertinent points were noted and used.
- Some stakeholder engagement events were structured and facilitated by co-creators such as industry bodies who collated notes which were used to formulate their own written submissions. Others were facilitated by Government of Jersey officers.
- All participants at stakeholder sessions were reminded of the survey and invited to make a written or individual submission as appropriate.
Analysis of written submissions and individual submissions
- All submissions were put through a redaction process. For individuals and sole traders, this included redacting their name and issuing a reference number. Each submission was read in detail and key points of feedback were noted against each policy by theme in a spreadsheet. These submissions were all published in the Consultation Report[10] and provided to Scrutiny.
Consideration of the consultation responses
- The Consultation Report and the spreadsheets summarising key points and issues formed the basis for the Consultation Response Statement[11]. Key themes across the different consultation routes were identified for each policy, with consideration given to the number and strength of responses made on each point. Policy officers considered each point and highlighted any salient issues supporting, or otherwise, of the feedback. Officers then went through each policy with the Assistant Minister for the Environment explaining the key feedback received and any relevant considerations, including impact on budget and resources. The Assistant Minister considered each policy and decided where amendments to the policy pack were required. This process is summarised in the Consultation Response Statement.
3 The context for decarbonisation
- The Carbon Neutral Strategy[12] set out a comprehensive summary of the strategic context for decarbonisation. This included the scientific basis for anthropogenic climate change, key concepts such as emissions scope and reporting arrangements, and the local policy context as set out in public policy documents including the Common Strategic Policy[13], Government Plans[14], the Island Plan[15] and Pathway 2050: An Energy Plan for Jersey[16].
- This section does not revisit all aspects of the strategic context, as these were understood and accepted when the States Assembly voted to adopt the Carbon Neutral Strategy in 2020. It does though provide a small number of updates in relation to the global and local strategic context where matters have progressed in recent years.
- Particularly relevant is the backdrop of post-pandemic volatility in global energy markets; this is especially notable for natural gas (not a product that Jersey buys directly). Energy market instability has had a significant indirect impact on global inflation of a variety of goods and services and a direct impact globally on energy prices. Further geopolitical instability and the Russian invasion of Ukraine are causing further uncertainty and this uncertainty will grow if this situation is sustained.
- Jersey’s unique energy market has some factors that have (so far) somewhat protected the Island from the worst of the impacts we are seeing in other jurisdictions. However, it seems that the interplay between energy security, sustainability and affordability is more relevant than ever.
- Jersey has always taken its responsibility to tackle climate change seriously. We have sought to demonstrate the Island’s commitment as part of a global effort by aligning with international standards and agreements.
- The United Nations Framework Convention on Climate Change[17] (UNFCCC) established an international environmental treaty to combat ‘dangerous human interference with the climate system’. It was signed by 154 states, including the UK, at the United Nations Conference on Environment and Development - the Earth Summit - held in Rio de Janeiro in 1992. By 2020, the United Nations Framework Convention on Climate Change had 197 states parties and its
supreme decision-making body, the Conference of the Parties (COP), meets annually to assess progress in dealing with climate change. Most recently COP26 was held in Glasgow in November 2021.
- The treaty called for ongoing scientific research and regular meetings, negotiations, and future policy agreements designed to allow ecosystems to adapt naturally to climate change, to ensure that food production is not threatened and, to enable economic development to proceed in a sustainable manner.
- In 1997 The Kyoto Protocol[18] was signed and was the first implementation of measures under the United Nations Framework Convention on Climate Change. In March 2007, the UK’s ratification of the Kyoto Protocol was extended to the Bailiwick of Jersey. The protocol requires Jersey to
reduce its carbon emissions by 80% by 2050, relative to 1990 levels. In 2014, the States Assembly adopted Pathway 2050: An Energy Plan for Jersey[19] which detailed a set of actions designed to help Jersey achieve the 80% emission reduction target.
- The Kyoto Protocol ran from 2005 to 2020 and was superseded in 2016 by the Paris Agreement[20]. The goal of the Paris Agreement on Climate Change is to limit global warming to well below 2ºC, preferably to 1.5ºC, compared to pre-industrial levels. To achieve this long-term temperature goal, countries aim to reach global peaking of greenhouse gas emissions as soon as possible to achieve a climate neutral world by mid-century.
- In Glasgow, 2021, Jersey was represented at a Conference of Parties for the first time. This was a pivotal conference where global ambition was focused and challenged given the scientific evidence of the increased severity of climate degradation since Paris.
- The Minister for External Affairs, Senator Ian Gorst , attended and there was formal recognition of the intention of the UK to extend the Paris Agreement to the Island. This aligns Jersey with the International community. The basis on which Jersey is considered eligible is the adoption of an emissions reduction pathway that is steered by the science in order to limit warming to well below 2oC. This pathway is further explained in strategic policy 1. The link between the Paris Agreement and carbon neutrality is set out in strategic policy 5.
- On 27th February 2022 the Intergovernmental Panel on Climate Change (IPCC) published ‘Climate Change 2022. Impacts, Adaptation and Vulnerability’[21]. Hans-Otto Pörtner, co-chair of the working group behind the report, states that ‘The scientific evidence is unequivocal: climate change is a threat to human wellbeing and the health of the planet. Any further delay in concerted global action will miss a brief and rapidly closing window to secure a liveable future’.
Figure 5: The Minister for External Relations, Senator Ian Gorst (far left), the UK’s Minister of State for Energy, Clean Growth and Climate Change, Greg Hands (second from right), at the Conference of Parties in Glasgow 2021. Pictured also are External Affairs Minister for Guernsey, Jonathan Le Tocq (second from left) and Member of the House of Keys of the Isle of Man, Daphne Caine (far right).
- Since the declaration of the Climate Emergency in 2019 there have been some significant strategic movements that have impacted on the way that this Roadmap has been developed.
Bridging Island Plan
- The draft Bridging Island Plan[22] proposition was lodged on 19 April 2022. Note that the information provided in this document reflects the position regarding the Bridging Island Plan as of 2 March 2022. The debate is scheduled for 14 March 2022 and therefore the final policies adopted in the Bridging Island Plan will be subject to the outcome of that debate.
- The draft Bridging Island Plan introduces new planning policies to seek to reduce emissions using development controls. It aims to ensure carbon emissions are reduced throughout the life cycle of new development (from design through to deconstruction). Policies include increased environmental design standards for new developments and support for carbon sequestration schemes and ground mounted solar arrays, where appropriate.
- The draft Bridging Island Plan also notes that protecting and improving the natural environment is a key part of the Island’s transition to net-zero and reflects the importance of biodiversity throughout the Island. It seeks to ensure that new development protects and improves green infrastructure and networks.
- The draft Bridging Island Plan also integrates the Sustainable Transport Policy[23] and provides support for related initiatives and strengthens the requirement for contributions to support bus services and to deliver new walking, cycling and wheeling infrastructure as part of new developments.
- The draft Bridging Island Plan will be debated by the States Assembly in March 2022, with the Carbon Neutral Roadmap in April 2022. Should the States Assembly agree the emissions policies that have implications on development, then these will need to be fully reflected back into the Island Plan, to be bought forward for the period after 2025.
Sustainable Transport Policy
- Shortly after the States Assembly agreed the Carbon Neutral Strategy[24] in early 2019, a Sustainable Transport Policy was also agreed. The Sustainable Transport Policy outlined a programme of work to investigate a set of ‘big questions’ that underpin how we will transform the local transport system, guided by a set of agreed decision-making principles for sustainable transport. A programme of ‘Strong Start’ delivery projects was also agreed. A key theme of the Sustainable Transport Policy is the overlap between sustainable transport and decarbonisation, which is evident in the significant transport focus of the Carbon Neutral Roadmap.
- Four rapid plans were required by the Sustainable Transport Policy:
- an Active Travel Plan,
- a Bus Service Development Plan,
- a Parking Plan and
- investigation into Mobility as a Service.
- An interim update on this work was published in November 2020[25], with the second interim report published in December 2021[26], and work has progressed in each of these areas throughout 2021. A final Sustainable Transport Roadmap will be published in 2022 as set out in policy TR8 in Part C.
Population and Migration Policy
- Local emissions are heavily influenced by the number of people living in Jersey. Growth in the resident population above that modelled, is one of the reasons we did not achieve the emissions reduction trajectory proposed in Pathway 2050: An Energy Plan for Jersey[27], our first energy and emissions reduction plan.
- In March 2021, the States Assembly agreed a new Migration Control Policy[28] to replace the current graduation system, with one that restricts the number of permits that would lead to permanent settlement in the Island. The migration policy will pave the way for the development of a population policy, which will provide more detail on the levels of migration the Island can accommodate moving forward. The Council of Ministers considers that the aim of its Common Population Policy (lodged December 2021[29]) is to achieve a stable population position for Jersey, where reliance on inward migration has been significantly reduced in the longer term. Given the lack of robust data, Ministers concluded that it was premature to set a specific population target. The target date for achieving population stability will be set during the term of the next Council of Ministers.
- Modelling for the Carbon Neutral Roadmap is based on the planning assumption developed for the draft Bridging Island Plan and published by ministers in October 2020[30]. Should future population policy or new data (including the census) entail a change from this assumption, emissions models will be re-cast accordingly.
Adaptation and the Shoreline Management Plan
- Regardless of global and local efforts to reduce emissions and to mitigate further climate change, Jersey will have to adapt to its existing inevitable effects. These include:
• increased flood risk,
• temperature increases resulting in overheating,
• changes to weather patterns,
• and the arrival of new non-native or invasive species.
Adapting to these impacts will be addressed by a range of other strategies and policies.
- In January 2020, work was completed on a Shoreline Management Plan for Jersey[31]. This plan aims to ensure that our coastal defences continue to protect the Island over the next 100 years in the light of unavoidable climate change. Rising sea levels and more rainfall will increase the risk of flooding in some areas of Jersey and this plan outlines how we intend to manage our existing sea defences and drains to continue to protect us from flooding during storms, high tides and heavy rainfall.
- The threat of inland flooding has also been studied in a Strategic Flood Risk Assessment[32], and new flood risk management policies were introduced in the draft Bridging Island Plan[33].
Energy markets and Brexit
- Since 2019, global price insecurity, geopolitical impacts, mismatches in supply and demand, the rise of renewables and the implementation of Brexit have put pressure on European and global energy markets affecting prices and security of supply. The local energy market has not been immune to these factors, with recent substantial increases in the price of all energy types.
- There are some notable and unique factors that shape our local market. Our electricity supply is a nuclear hydro mix that originates from Europe which is well hedged in the short term and also less directly linked to changes in oil and gas prices. A small part of overall consumption locally is LPG (Liquified Petroleum Gas) a different and more niche product than natural gas whose markets have been especially unstable in recent months. Despite the product differences we have still seen price rises before the winter months. The Island’s importation and purchasing patterns of fossil hydrocarbon road and heating fuels means we are more directly exposed to fluctuations in global energy markets.
- The future development of the Island’s energy market is a key backdrop to decarbonisation and is addressed by strategic policy 2, below. A review of energy mix options for Jersey, which informed the development of the Roadmap, was published recently[34].
- The strategic policies set out in this section provide a framework for the rest of the Carbon Neutral Roadmap. The five policies, described in Figure 6, set out ministers’ positions on what the Roadmap is seeking to achieve (strategic policy 1 and strategic policy 5), implications for our energy market (strategic policy 2), how action will be funded (strategic policy 3) and how investment will be prioritised (strategic policy 4).
- Due to the significance of these strategic priorities, ministers published them in advance of the Carbon Neutral Roadmap, and in greater detail than they are set out here. This information can be found in the Carbon Neutral Roadmap Preferred Strategy[35]. Early development of the strategic policies also provided a framework against which the recommendations of the Citizens’ Assembly on Climate Change could be tested and enabled the development of policies based on a consistent strategic direction.
Strategic policy 1
Jersey’s net- zero transition pathway
Strategic policy 5 Strategic policy 2
Becoming Carbon Island energy carbon neutral Neutral market
Roadmap
strategic
policies
Strategic policy 4
Policy Strategic policy 3 programme Financing and strategy
development
Figure 6: 5 Strategic Policies set out in the Carbon Neutral Roadmap Preferred Strategy.
Strategic policy 1: Jersey’s net-zero emissions pathway
- In simple terms, an emissions pathway is a forward projection of the anticipated level of carbon emissions in future years. The pathway is used to show how much carbon is expected to be emitted in each year and is a fundamental building block of the Carbon Neutral Roadmap.
- The Intergovernmental Panel on Climate Change (IPCC) define net-zero as ‘when anthropogenic emissions of greenhouse gases to the atmosphere are balanced by anthropogenic removals over a specified period’[36]. To achieve net-zero: ‘an actor reduces its emissions following science-based pathways, with any remaining green-house gas emissions attributed to that actor being fully neutralised by like-for-like removals (e.g., permanent removals for fossil fuel carbon emissions) exclusively claimed by that actor, either within the value chain or through purchase of valid offset credits’.
- If carbon emissions are above the agreed emissions pathway, net-zero can be achieved through the purchase of carbon offsets – but only if these offsets arise from projects that remove carbon from the atmosphere (rather than projects that avoid the further release of carbon into the atmosphere)[37].
- This strategic policy establishes the intention to secure the extension of the Paris Agreement on Climate Change to Jersey. This brings several advantages, including showing global and local commitment to a science-led approach to decarbonisation; creating clear targets that help government, Parishes, businesses, and individuals all see the role they will need to play in the coming years; and leaving the door open to become carbon neutral at an early date (as considered in strategic policy 5).
Jersey’s Net-Zero Emissions Pathway Carbon Neutral Roadmap: strategic policy 1
To ensure the international integrity of our environmental targets, and aspire to the highest level of ambition, Jersey will follow an emissions reduction pathway in line with our commitments under the Paris Agreement. This pathway will:
• as a minimum, reduce emissions by 68% compared to our 1990 baseline by 2030; and reduce them to 78% from baseline by 2035,
• deliver net-zero emissions by 2050, and
• stay in line with, and respond to further evidenced change in, science-based global emissions reduction targets that are needed to limit global warming to 1.5°C.
The pathway is indicated in the graph below.
900
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(ktCO
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200 Historical emissions
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Kilotonnes of carb1on 0dio0xide equivalent Pathway 2050 interventions
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Strategic policy 2: Island energy market
- Jersey’s energy market is well served by a range of products, and a landscape of providers that manage some relatively complex supply chains and logistics for our small marketplace of c.45,000 homes and population of c.108,000 people.
- Energy supply and distribution is expensive, involving multi-million-pound investment decisions in infrastructure that lasts decades. Many investments in Jersey are also linked closely to Guernsey as we share Channel Island distribution networks and suppliers for electricity, liquid petroleum gas (LPG), and oil products.
- The Carbon Neutral Roadmap Preferred Strategy sets out a more comprehensive energy policy statement, that considers in some detail: electricity and the potential future for decarbonisation (including renewable generation) and decentralisation; and the role that other low-carbon products could play in the energy market, including biogas, biofuels and hydrogen.[38]
- This strategic policy sets the framework for establishing whole-of-market transition plans over the coming years to respond to the urgent need to decarbonise our energy supply while ensuring our market is able to flex, respond and adapt over this relatively short period.
The energy ‘trilemma’
- This framework is informed by the need to balance energy affordability and security with decarbonisation, as recognised in the ‘energy trilemma’ diagram at Figure 7 and expanded on in Figure 8.
Figure 7: The energy trilemma.
Energy Market consideration |
Summary of the Jersey context |
Sustainability |
Jersey currently enjoys access to low-carbon electricity from France, which has proved a mature and economically viable source that makes a significant contribution to meeting decarbonisation and sustainability targets. The Carbon Neutral Strategy confirms that ‘any…viable route to carbon neutrality by 2030…will require the rapid electrification of a large proportion of road transport and space heating in Jersey.‘[39]. The pathway for delivering cost-effective decarbonisation with alternative technologies is more uncertain, as it requires the technologies to mature to the point of having large-scale commercial deployment potential, and for greater levels of enabling infrastructure investment to be undertaken. |
Security and resilience |
Relying entirely on electricity imports from France (or other parts of the European energy market) does not, however, provide Jersey with energy sovereignty, and may be exposed to new risks if energy markets become more volatile in the future. To diversify its energy mix, Jersey could consider other sources of large-scale generation, and support this with increased use of smaller scale energy generation as technologies mature. Security of supply concerns also arise for alternative technologies. Jersey is unlikely to produce sufficient biogases, biofuels, or hydrogen on-Island to fully decarbonise transport and heating systems, even if the technologies become commercially competitive. This is because of the limited availability of feedstock and crops necessary for biogases and biofuels respectively; and insufficient sources of green power generation necessary to meet the production needs of green hydrogen. |
Affordable and available |
It is important to recognise that our current electricity model has served the Island well, and provides an affordable, low-carbon, reliable and secure product with strong investment and a good return to shareholders (the Government of Jersey is a 62% shareholder). It is recognised though that the price-premium of the decarbonised electricity supply that Jersey currently enjoys, may increase in future. Diversifying the Island’s energy mix is likely to create additional costs in the short-to medium-term, although it could lead to lower overall costs over the longer-term. Diversification could also pose network management challenges that might manifest as increased intermittency, depending on the nature and pace of transition. |
Figure 8: Energy Market considerations in the Jersey context.
- Balancing these related, but at times, competing interests in a small jurisdiction is a delicate challenge, but one that Jersey’s energy market has successfully achieved in recent decades. Going forward, the decarbonisation policy will continue to evolve in a measured way that recognises the interplay with energy sovereignty and security, and end-user affordability.
- Recognising the significance of energy market policy, the draft Bridging Island Plan[40] includes a strategic proposal to undertake a review of long-term energy requirements that, amongst other things, will consider regulatory or other economic requirements, along with infrastructure and land use requirements linked to future energy use.
- The review will need to consider how we might ensure that those working in the energy sector can flex and enhance their skills to accommodate new products or market structures. Similarly, those whose living relies on selling or maintaining vehicles will also need to be considered, and support offered to ensure people can gain the necessary skills to support decarbonisation and take advantage of the creation of new green jobs.
Energy market summary
- There are a number of available and emerging non-fossil hydrocarbon products and new energy sources that are entering the marketplace in all sectors. They will reach maturity and commercial availability over the next three decades and have the potential to contribute to Jersey’s decarbonisation journey. Some new products, particularly biofuels, are direct substitutes for existing fossil-hydrocarbons making transition simpler assuming supply and demand align, and prices are competitive enough to encourage uptake.
- There will be a need to accommodate changes to our energy system in the future, as products change and with increased potential to democratise power generation, distribution, and storage.
- There are challenges to bring new energy sources to the Island where they require new infrastructure and supply lines (for example, hydrogen).
- We expect to see a decentralisation of electricity generation in the forthcoming decades, and we will need to consider the impact of this on our current electricity market and infrastructure.
- As the cost of generating utility scale (offshore) renewable energy falls, we might want to consider investment to provide the Island with energy sovereignty and resilience. Jersey participates in the British Irish Council energy work stream where it is represented alongside England, Ireland, Scotland, Wales and the other Crown Dependencies. Jersey is represented on a number of French working groups e.g., Ille et Vilaine, La Manche, where renewable energy is a key topic due to the development of the St Brieuc windfarm in French territorial waters. There will be increased coordination across the Channel Islands with recent discussions seeking to re-
establish a Ministerial working group that will identify opportunities to work across the Islands to explore the opportunities for marine renewable projects.
- Responding to these related challenges requires a clear and long-term government led energy strategy with clear and accountable political leadership. A new ministerial portfolio for energy and climate change is recommended to overse the planned energy market review, which will need to ensure our statutory and regulatory framework remains fit-for-purpose in a new energy future to balance energy affordability, sustainability, and security of supply issues.
Island Energy Market
Carbon Neutral Roadmap – strategic policy 2
Jersey’s energy market currently supplies a variety of energy products to consumers with a reasonable level of resilience and security considering the Island’s small size and logistical challenges.
Globally, energy markets are rapidly decarbonising and, to some degree, decentralising.
The future for Jersey requires significant electrification, particularly in transport; the replacement of some fossil-hydrocarbon fuels with non-fossil hydrocarbons, and potentially hydrogen, will also be required.
The Carbon Neutral Roadmap will include policies in the first stage of delivery that:
• seek to support faster adoption of low-carbon electric solutions in key emissions sectors, and non-fossil hydrocarbons, such as second-generation renewable diesel, and
• invest in the skills needed in the future decarbonised economy.
At the same time (and as proposed in the draft Bridging Island Plan) we will undertake a strategic review of Jersey’s long-term energy requirements to inform a future government- led energy strategy. This work will consider, amongst other things, economic, regulatory infrastructure and land use requirements linked to future energy use; and will provide a process – and appropriate political governance – to develop energy market policy in a joined-up and evidence-based way.
To support this work, government will establish new research and advisory partnerships with energy systems experts; explore opportunities to trial, appropriately, new and emerging energy solutions in Jersey; and work with the Energy Forum to solicit decarbonisation transition plans and market insights from all current Island energy providers. A new ministerial portfolio for energy and climate change is also recommended.
As part of the strategic energy market policy, we will work with our sister Islands. We will work across the Islands and examine the options for utility scale renewable energy generation, to ensure a diverse, safe and resilient supply of energy to meet the Island’s future needs.
Strategic policy 3: Financing strategy
- The transition to a decarbonised economy is a major macro-economic challenge. It requires an investment by current generations in measures that will benefit future generations.
- While the decarbonisation challenge is relatively clear in Jersey – with a need to focus on transport and heating, cooking and cooling – there are many different ways that this might be approached. This Roadmap sets out an initial set of costed policies, but it will take longer to understand the right steps to take in later years because decisions will need to allow for progress to be made in, for example, energy technologies.
- As such, it is not possible to put a single ‘cost’ on delivering against the net-zero pathway, or an early transition to carbon neutral (although those aspects of cost and benefit that can be considered are explored in Part B). This was recognised in the report of the Citizens’ Assembly[41], which says, ‘We are aware that there is a cost implication to our recommendations…and we have allowed for exceptions where the technology is not yet available to transition.’
- This strategic policy describes how the first stage of the Carbon Neutral Roadmap will be supported with investments made from the Climate Emergency Fund. It also sets out the research into additional fiscal levers that ministers have endorsed and frames the longer-term financing challenge that will need to be addressed in the coming years.
Financing Strategy
Carbon Neutral Roadmap – strategic policy 3
The Climate Emergency Fund will maintain a hypothecated revenue stream to fund Jersey’s decarbonisation.
Additional funding will be required to fully decarbonise Jersey’s economy. Three stages are proposed to identify this funding:
• Short-term: the Carbon Neutral Roadmap will fully allocate the resources currently available in the Climate Emergency Fund to support policies in the first stage (2022- 2026),
• Medium-term: government will bring forward in 2022, in time for potential inclusion in the Government Plan 2023, proposals for new economic instruments that generate income ring-fenced to the Climate Emergency Fund (in whole or in part) in the following areas:
o Road user charges
o Reinvestigation of commercial solid waste charges
o Car parking charges
o Travel duty, and
• Longer-term: bring forward in 2023, in time for potential inclusion in the Government Plan 2024, a long-term financing strategy that considers all available options to continue to fund the decarbonisation of the economy at the pace required to achieve the emissions trajectory established in Carbon Neutral Roadmap – strategic policy 1.
At each stage, work to develop the financing strategy will:
• accord with Principle 5 of the Carbon Neutral Strategy, so that carbon neutrality policies do not overall increase income inequality,
• ensure that those most affected by the transition are included in the process, and that the impacts of all carbon neutral policy options are assessed to ensure a just transition, and
• proceed within established governance and Treasury and Exchequer systems and processes.
Strategic policy 4: Policy programme and development
- This strategic policy establishes a robust, staged approach to policy development and prioritisation, building on the people-powered approach established in the Carbon Neutral Strategy[42]. This helps ensure that policy prioritisation makes best use of available resources, is informed by evidence and experience, and establishes a foundation that can scale up in coming years as the decarbonisation process gathers pace.
- The policies were developed as a pack, with a mixture of ‘carrots’ and ‘sticks’ designed to work together to encourage and incentivise voluntary behaviour change towards low carbon activities over the short-term, with disincentives discouraging carbon intensive activity over the medium- term and mandatory changes brought in through legislation changes over the long-term. It should be noted that there are consequences in terms of budget and the pace of decarbonisation if certain policies are taken forward without the whole package.
- The policy also requires steps to seek to ensure a Just Transition, in which the interests of both future generations, and those currently reliant on polluting industries for employment, are considered. Neither group should be actively disadvantaged by being left either to live with the impacts of inaction now, or to bear a disproportionate burden of the costs to mitigate and adapt to climate change.
- A programme office will be established in SPPP to provide overall coordination and management of the design of the Carbon Neutral Roadmap programme, and assurance of programme delivery, including spend. A full review will be carried out by the end of 2025 to evaluate the impact of the policy measures. Revisions will form part of the second delivery plan to be agreed in 2026.
Policy Programme and Development Carbon Neutral Roadmap - strategic policy 4
The Carbon Neutral Roadmap will include carbon reduction policies for the period 2022- 2026.
Policies funded from the Climate Emergency Fund will be developed and prioritised in a staged process, drawing on:
• the ideas generated in Jersey’s Climate Conversation,
• the recommendations of the Citizens’ Assembly on Climate Change and other available evidence and advice,
• an understanding of carbon abatement potential,
• an analysis of potential costs and co-benefits,
• a distributional analysis of the impacts of policies on different sectors of the Island’s community,
• input from stakeholders, and
• appropriate political guidance.
The Policy Programme set out in the Carbon Neutral Roadmap and subsequent associated delivery plans will:
• take a people-powered approach, supporting people in Jersey to respond as citizens
– with an active part to play in the transition to net-zero – not just as consumers,
• ensure a Just Transition, and
• not, overall, increase income inequality.
Strategic policy 5: Becoming carbon neutral
- Strategic policy 1 of the Carbon Neutral Roadmap commits us to a science-led emissions reduction trajectory that aligns with the widely held global ambition of net-zero by 2050. The policies within Appendix 2 focus on how we can move away from burning fossil fuels in the Island and so reduce our on-Island greenhouse gas emissions to as close to zero as possible by 2050.
- In 2030 we will only be part of the way through decarbonising our local economy and it is unlikely that local carbon sequestration will be at a scale that balances our remaining greenhouse gas emissions. In order to obtain carbon neutral status, we will need to purchase carbon offsets, on an annual basis, that support the removal of carbon from the atmosphere in other jurisdictions.
- This strategic policy explores the relationship between carbon neutral and net-zero – and specifically the role that offsets could play in becoming carbon neutral. It details the work that is needed to fully understand the associated costs and benefits to the Island of carbon neutrality ahead of a decision being taken around the purchase of carbon offsets in the next term of government.
Defining carbon neutral
- The Carbon Neutral Strategy[43] sets five defining principles of Jersey’s approach to achieving carbon neutrality and tackling the climate emergency. These are set out in Figure 9 and are incorporated into the Carbon Neutral Roadmap in this policy.
- Principle 1
We will adopt a strategic focus on all emissions
This carbon neutral strategy, and the long-term climate action plan that we will develop together in 2020, will recognise and have a strategic focus on Jersey’s scope 1, 2 and 3 emissions.
It is important that we understand the impact our local choices have across the world, including recognising the impact that Jersey based businesses can have.
- Principle 2
We will work within a definition of carbon neutrality
Carbon neutral is defined as balancing the scope 1 and 2 emissions we produce against any activity that captures, absorbs or reduces global emissions so that they are equal. By including scope 2 emissions we are exceeding our international legal obligations.
Scope 3 emissions are recognised, and the long-term climate action plan will include policies and programmes to support people, businesses and government to make more sustainable choices that reduce Scope 3 emissions created on our behalf across the world, but Scope 3 emissions do not form part of the baseline for carbon neutrality.
- Principle 3
We will require high standards in the use of carbon offsetting
It is appropriate to use carbon offsetting where emissions cannot be abated, but offsets on their own are not a route to carbon neutral and should only be used where they are accompanied by a robust and ambitious measures to reduce emissions.
As a responsible and ambitious jurisdiction any offset arrangements that Jersey enters into will be of the highest recognised standards.
- Principle 4
We will make sure that everyone can play their part
Whole Island ownership of the climate challenge is critical to its success. Government will use all available options to deliver the long-term climate action plan, but government action must form part of a wider, collaborative approach.
- Principle 5
We will make sure that carbon neutrality policies do not overall increase income inequality.
The impacts of all carbon neutral policy options will be assessed to ensure a just transition to carbon neutrality. A quantification of the economic impact assessment of the policy proposals will be carried out as part of the process of developing the long-term climate action plan.
Figure 9: The defining principles of the Carbon Neutral Strategy.
- The definition of carbon neutral set out in the Carbon Neutral Strategy[44] remains robust. The principles it establishes are well considered and evidence-led; they are stricter than many situations in which the term ‘carbon neutral’ is used. Based on this definition becoming carbon neutral remains a legitimate milestone on the pathway to net-zero.
- Offsets would be required as part of an early transition to carbon neutrality, for example in 2030. By 2050 the intention is that the decarbonisation of the economy will be further advanced and carbon offsets will only be required to counter the residual emissions remaining from the areas that have been most difficult to decarbonise. The use of offsets remains a contentious issue and
is likely to impose significant costs for currently uncertain local benefits. These issues are further explored in policy EN6.
Becoming Carbon Neutral
Carbon Neutral Roadmap – strategic policy 5
International markets in offsets are still evolving, and the costs, potential benefits and availability of offsets that would fulfil localaspirations are currently uncertain.
Having committed to a science-led emissions trajectory (Carbon Neutral Roadmap – strategic policy 1), becoming carbon neutral in 2030 (or at a different date) remains a legitimate step on the pathway to net-zero.
The Carbon Neutral Roadmap will:
- set out the steps that government will take to ensure that Jersey can become carbon neutral
- provide support for sequestration projects that use local carbon sinks in the terrestrial or marine environment (blue carbon), before the purchase of off-Island offsets; and require funded sequestration projects to contribute to improvements in biodiversity.
Part B
- In planning for major long-term change, a balance must be struck between taking early decisions that give certainty and create the context for action, and the need to take time to get decisions right and to respond to events and new evidence and understanding. A Roadmap approach has been used to provide the right balance between the competing objectives of certainty and responsiveness.
- Jersey’s Carbon Neutral Roadmap is summarised in the diagram at Figure 10 below. It establishes a staged pathway, sets milestones for future key decisions and the introduction of future policies and requires that an updated delivery plan be set out at the start of each new term of government. Part C of this document provides the first Introducing delivery plan, for the period (2022-25), with supporting investment from the Climate Emergency Fund.
- The Roadmap will only be effective if action continues to be taken to stick to it in the coming years. To help achieve this, a framework of ‘commitment devices’ is proposed, as set out in Figure 11. These proposed actions create the context in which the Carbon Neutral Roadmap can evolve in order to remain relevant, and in which up to date delivery plans will be developed following each general election.
Figure 10: The Carbon Neutral Roadmap for Jersey.
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Committing to the Carbon Neutral Roadmap |
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Transparent reporting |
International commitment |
Leadership from Government |
Strengthening civic voice |
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Greenhouse gas emissions published annually with commentary on progress against trajectory |
Extension of the UK’s ratification of the Paris Agreement on Climate Change to Jersey |
Establish a Ministerial portfolio with responsibility for Energy and Climate Change |
Establish a mechanism to take a representative snapshot of citizens’ views about progress in delivering the Roadmap, no later than 2028 and at least once a decade until 2050 |
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Improved sustainability reporting for Government and public sector agencies |
Continued compliance with existing international agreements |
Commitment to meet the identified milestones and take the preparatory steps needed to meet future milestones, and to publish a projection of progress |
Invest in building civic and business capacity and leadership on decarbonisation |
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Commitment to high quality Environmental, Social and Governance reporting by Jersey businesses |
Extension of other relevant treaties (including Kigali amendment to Montreal Protocol) |
Commitment to publish an updated delivery plan after each general election |
Introduction of a small grants scheme to invest in grassroots action to tackle climate change |
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Underpinned by a new Standing Scrutiny Review Panel on Energy and Climate Change |
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Figure 11: Summary of proposed commitment devices required for the Carbon Neutral Roadmap.
pathway
- Jersey has a good record of tackling its contribution to global climate change, although progress appears to have slowed in recent years and the Island will need to take significant action to decarbonise faster in the coming years. Steps to date have successfully reduced on-Island carbon emissions[1] by over a third since 1990 and the Island continues to take its global responsibilities seriously, acting in accordance with ratified international treaties on climate change.
- To provide context, a comparison of emissions reductions for each Crown Dependency, France and the UK, relative to their 1990 baseline, as well as their projected decarbonisation pathways, is set out at Figure 12.
Indexed emissions (MtCO2e) 180
160
140
120
100
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40
20 0
1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026 2028 2030 2032 2034 2036 2038 2040 2042 2044 2046 2048 2050
UK historical UK projected (WAM) UK targets France historical France projected (WAM) France targets Jersey historical Jersey projected (With measures) Jersey targets Isle of Man historical Isle of Man projected Isle of Man target Guernsey historical Guernsey projected Guernsey target
Figure 12: Indexed emissions: Crown dependencies, France, and UK.
- Jersey’s planned emissions trajectory is established by strategic policy 1 (set out in Part A) and is shown in Figure 13 below. It requires, as a minimum, a 68% reduction in emissions compared to our 1990 baseline by 2030: a further reduction to 78% from baseline by 2035, and net-zero emissions by 2050.
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Figure 13: Jersey emissions reductions pathway.
- The majority of scope 1 emissions in Jersey come from on-Island road transport, fossil fuel heating systems in our homes, business and government buildings and transport to and from the Island by ferries and planes. Smaller emissions sources include agriculture, the treatment of solid waste in the energy from waste facility to produce electricity, air conditioning units and changes in land use. The most recent emissions estimate for each source of emissions are shown in Figure 14.
- The policies set out in Part C have been designed to make rapid progress towards achieving the required emissions trajectory. At this stage though, as recognised by the financing strategy set out in strategic policy 3, there is insufficient funding available to apply all policies to their fullest extent. There are also significant learning points about the administration and impact of some policies, and about market transitions, that may impact on the manner and extend to which these policies need to be applied in future years.
50% 45% 40% 35% 30% 25%
Percen2tage0%
15%
10%
5%
0%
Transport Residential Business Energy Agriculture Waste Industrial Land Use -5% Supply Management Process Change
Sector
Figure 14: Scope 1 emiss7 ions by inventory reporting sector[2].
- Figure 15 provides a comparison of emissions forecasts under four different situations:
• Business as usual (red line),
• Identified policies using current Climate Emergency Fund funding 2022-2025 (bars),
• Identified policies fully funded and implemented (blue line),
• Paris emission reduction targets (red X).
- Note that the minimum direct costs to the government for fully implementing the identified policies (red line) is £215M. Note that if a decision is taken to purchase carbon offsets in order to become carbon neutral this would be an additional annually reoccurring cost.
- The shape of scenario pathway is a product of modelled assumptions about impact dates and, in practice, progress along the pathway would follow a similar trend line but the exact shape would be different.
53
2022-2026 initial implementation phase scenario
LULUCF
450
Aviation
400 Shipping
Agriculture
350 Waste
Air conditioning and refrigeration 300
Domestic
250 Domestic electricity
Commercial
200 Commercial electricity
kt CO2e Road transport
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Fully funded policies to work towards Paris ambition
50
-
-50 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041 2042 2043 2044 2045 2046 2047 2048 2049 2050
Figure 15: Graph comparing emissions forecasts for: business as usual (red line); the Climate Emergency Fund funded policies 2022-2025 (bars); fully funded policies (blue line); and the Paris Agreement emission reduction targets (red X). Emissions not modelled after 2040 due to uncertainties around future technology.
7 Understanding our sources of
emissions
- This section provides an overview of what is causing carbon emissions in Jersey and imagines what the future might bring in these areas over the coming 30 years.
Emissions from travel and transport
- The transport sector is the largest source of on-Island greenhouse gas emissions in Jersey. It produces 44% of emissions at a time when vehicle ownership levels are increasing and there are more cars on the Island than people. As a result, transport is a priority area for action. The good news is that solutions already exist for a large proportion of transport emissions and transitioning to more sustainable modes of transport can reduce congestion, improve air quality and help us all live healthier lifestyles.
- The transport sector includes emissions from road transport, domestic aviation and domestic shipping. Domestic aviation and navigation refer to activities that occur within Jersey and between Jersey and the UK. This includes, for example, take off, landing and internal, recreational flights and shipping activity that occurs within Jersey waters.
- Figure 16 shows that between 1990 and 2019, emissions in the transport sector have decreased by 11% from 201,449 to 179,078 tCOeq[1]. The overall trend is dominated by emissions from
2
passenger cars and domestic aviation. Passenger car emissions have decreased by 36% between 1990 and 2019 and by 2% between 2018 and 2019. Between 1990 and 2019, all sources of transport emissions decrease except for domestic aviation and heavy-duty trucks and buses.
Figure 16: Transport sector emissions by sub-sector 1990-2019[1].
- There are three broad ways to reduce the greenhouse gas emissions associated with transport, which are considered below.
Reduce the need to travel
- This approach focuses on the essential journeys that we all make every day, which we would happily choose not to undertake if there was a suitable alternative, such as the school run or the daily commute. There is potential to reduce the need to travel at minimal cost, building on new ways of working and new distribution services adopted during the COVID-19 pandemic.
- Services might be provided closer to our homes, for example by:
• locating more day-to-day facilities (such as shops, hairdressers, medical facilities etc.) in local centres that are accessible by walking and cycling,
• Continuing to accommodate the majority of new homes close to services within existing urban areas,
• Supporting people to work closer to home by providing hot-desk work hubs in different locations and continuing to promote working from home.
- Supporting working from home, or close to home, could play a key role in reducing travel and associated peak hour congestion, and future business engagement will include a focus on looking to the Island’s employers to support this transition through flexible working policies and
the promotion of sustainable workplace travel plans. Continued investment in the Island’s digital infrastructure will also be required in the coming decades.
- Increasingly, services may also be able to come to you. Intelligent delivery services, which allow journeys to be geographically managed, can provide a significant reduction in vehicle mileage.
Shift journeys to less carbon intensive forms of travel
- Even with improvements in the areas identified above, the need for many everyday journeys will remain. As many of these journeys as possible should be made by sustainable modes of transport, including active travel and public transport.
- As set out in Part A, the Sustainable Transport Policy 2020-2030[2] was adopted by the States Assembly in 2020. Implementing the Sustainable Transport Policy will take many years and require increased investment to deliver the wide range of benefits it can offer. In adopting the principles set out in the Sustainable Transport Policy framework though, the States Assembly recognised that future Sustainable Transport Policy delivery plans will need to:
• make active travel and public transport easier, safer, cheaper, and more convenient to use, and
• reflect the true environmental and social cost of private car journeys through increasing the relative cost of car ownership and usage
Improve the emissions performance of the vehicles we use
- Even having reduced the need to travel and increased the number of journeys via sustainable modes of transport, there will still be a need for many journeys to be by private vehicle. These journeys will need to be in low emissions vehicles.
- Presently, electric vehicles (EVs) are the only widely commercially available alternative to petrol or diesel engine vehicles, with all global automotive manufacturers now selling passenger electric vehicles. Electric vehicles are classed as low-carbon emission vehicles, but it is important to remember that the carbon emissions associated with these vehicles depend on the carbon intensity of the electricity supply. In Jersey, where we have a low-carbon electricity supply, replacing petrol and diesel vehicles with electric vehicles results in lower carbon emissions. Hybrid electric vehicles also exist. These vehicles combine petrol engines with battery technology to reduce carbon emissions, but their emissions are higher than electric vehicles.
- The transition to electric vehicles will take time, as vehicles are replaced as they come to the end of their lives. In order to achieve the required level of emissions reductions at the pace needed to
limit the worst impacts of climate change, lower carbon petrol and diesel alternatives are also likely to have a significant role to play.
- There are a number of different low-carbon alternatives to traditional petrol and diesel now available on the market. Second generation renewable diesel (SGRD) is a high-quality fuel made from hydrotreated vegetable oils, waste food and meat processing by-products. Second generation renewable diesel can be used as a direct replacement for fossil diesel. Three aspects of renewable diesel need to be carefully considered when purchasing, to ensure:
• it is made 100% from renewable non fossil fuel materials,
• it isn’t made from crops that would otherwise be used as a food source, and
• the broader sustainability credentials of the product and its supply chain can be validated.
- The table (Figure 17) paints a picture of how the journey towards decarbonised travel in Jersey might unfold. These are imagined scenarios, not predictions; some may happen, others may not.
|
2020-2030 |
2030-2040 |
2040-2050 |
|
People will begin to make |
You will no longer be able to |
There will be virtually no |
|
their journeys more |
import a petrol or diesel vehicl |
e residual carbon emitting |
|
sustainable, and to travel less. |
into the Island and most of the |
transport on the Island. Use of |
|
New technology will support |
major car manufacturers will |
petrol and diesel will be very |
|
low-carbon, higher |
have stopped producing them. |
expensive. |
|
occupancy travel such as car |
Electric vehicles cost the same |
We will have adopted new |
|
sharing/pooling. |
or less than petrol or diesel |
forms of energy to power our |
|
50% of our journeys will be |
alternatives. |
largest transport modes which |
|
replaced with low-carbon |
We will have a demand |
include hydrogen alongside |
|
options – electric vehicles, |
responsive public transport |
electric power, not just for |
|
public transport, increased |
system and Mobility as a |
road transport, but also |
|
walking and cycling. |
Service technology will be the |
aviation and maritime |
|
It will become increasingly |
default decision making tool |
operations. |
|
expensive to buy and run a petrol or diesel car. People will be using second- generation renewable diesel where they still have old cars. |
when considering how to make a journey. Legislation and regulation will mean micro-mobility and shared transport will become the norm. |
We will have reduced the number of everyday journeys we make by car and several of St Helier’s car parks will have been turned into parks with extensive tree planting. |
Figure 17: Vision for transport in Jersey 2020-2050.
Emissions from heating, cooling and cooking
- When fossil fuels, such as gas or oil, are burnt in boilers and ovens to heat water for our radiators or showers, or to cook our dinner, greenhouse gas emissions are produced. Heating, cooling and cooking in homes and businesses is the second largest emissions source in Jersey. It is a priority area for the Carbon Neutral Roadmap. It represented 35% of our total greenhouse gas emissions in 2018[3].
- There are currently approximately 2,350 commercial properties relying on oil and 1,126 on gas for heating. The estimated total figure for boilers in residential properties running on fossil fuels is approximately 20,000 (~45% of all residential properties).
- There are two main ways in which the greenhouse gas emissions associated with our buildings can be reduced – we can reduce our demand for the energy by improving the energy efficiency of our buildings and appliances, or switch to a low-carbon energy source for the energy that we use. We will need to do both to meet our carbon emissions reduction targets.
Reduce demand for energy
- Energy efficient buildings require less energy to heat and cool them. New buildings need to be designed and built to the very highest standards of energy efficiency to ensure that heating and cooling demand is minimised. However, the existing building stock will continue to be the biggest source of emissions and is where the real challenge lies. Existing properties can have energy efficiency improvements made to them, such as improved loft and wall insulation and high-efficiency glazing.
- The more energy-efficient a building is the cheaper it is to heat. For Islanders that cannot currently afford to heat their homes properly, making their properties more energy efficient will also make them more comfortable.
- More energy efficient appliances also use less energy and have lower running costs. For example, the more efficient your oil boiler or your gas oven the less fossil fuel will be burnt to do the task you want it to do.
- The way in which people use energy also has a large impact on emissions, for example, having the heating thermostat on high rather than putting on additional clothing or not adjusting the timing of the hot water so that you only have it when you need it. As well as improving the energy efficiency of our buildings and appliances we need to learn to be smarter in our use of energy. New technology can help us do this.
- Reducing demand for energy in buildings can be driven forward in a number of different ways, for example:
• New buildings - increasing the strength of the energy efficiency and carbon emission requirements of buildings standards for all new domestic and non-domestic buildings through changes to the Building Regulations,
• Existing buildings - increasing the strength of the energy efficiency and carbon emission requirements as part of consequential improvement or notifiable work on existing buildings,
• Introducing new legislation to make energy efficiency and carbon emissions assessments and minimum standards mandatory at the point of sale and rental of all buildings.
Switch to low-carbon energy sources
- Even in the most energy efficient buildings, with the most energy-efficient appliances, we will continue to use some energy. If this energy is generated through the burning of fossil fuels it will continue to generate greenhouse gas emissions.
- If we are to meet our target of having no on-Island emissions from domestic or commercial buildings by 2050, we need to establish a plan to phase out traditional fossil fuel use. With expected life spans of over 15 years, this means that we need to stop the installation of any new fossil fuel boilers by 2030 at the latest.
- There are a number of currently available heating technologies that are energy efficient and compatible with net-zero with a decarbonised electricity supply. These includes biomass and liquid biofuels, heat pumps and hybrid heat pumps, electric flow boilers and solar technologies.
- It should be noted that this is a rapidly evolving field which will need to be closely monitored and evaluated over the coming years to ensure that the right solutions are found for the Island and no future options are discounted before they become viable.
- Heat pumps offer perhaps the best potential to get the majority of buildings off fossil fuels. However, not all properties will be suitable for a heat pump due to high heat losses that cannot be brought down cost-effectively through energy efficiency improvements. For other properties other electric heating options, such as electric radiators or electric flow boilers may be preferable.
- For hard-to-treat properties, there are other heating systems that may be considered including biomass boilers. Consideration must be given to the sustainability of the supply chain. Hybrid systems where a heat pump is accompanied by a biofuel boiler provide another option. Liquid biofuels are starting to enter the market. They may have a role as a transition fuel, and the opportunities and costs to modify existing fossil fuel boilers to run on them or for new specifically designed biofuel boilers to come into the market are likely to develop over coming years. Consideration needs to be given to the sustainability of their supply chains and their market availability and whether liquid biofuel supplies need to be reserved for sectors in which there is no low-carbon alternative.
- For a number of the low-carbon heating systems mentioned, the upfront costs of installation are currently higher than reinstalling a fossil fuel system. This may be particularly the case if extensive building work is required to modify the plumbing system or upgrade the electricity supply.
- Running costs also need to be carefully considered to ensure that we are meeting the principle of a Just Transition and that the least well off in society are not driven further into fuel poverty by the Island’s decarbonisation plans. Fuel costs globally are constantly changing and therefore it is difficult to predict the relative running costs of different fuel types in the future. A key part of ensuring a Just Transition will be ensuring that properties are as energy efficient as possible at the time that they switch to a low-carbon heating type.
- Switching to a zero-carbon heating source in buildings can be driven forward in a number of different ways, for example:
• Changes to the building regulations to prevent fossil fuel boilers being installed in new properties,
• Changes to the building regulations to prevent fossil fuel boilers being replaced in existing properties; and
• Financial incentive to cover the difference in upfront costs between fossil fuel and low- carbon heating system replacement as part of the transition.
- Figure 18 paints a picture of how the journey towards decarbonised heating, cooling and cooking systems might unfold in Jersey. These are imagined scenarios, not predictions; some may happen, others may not.
|
2020-2030 |
2030-2040 |
2040-2050 |
||
|
|
All new buildings are built to |
|
All new buildings will have |
All buildings will have zero |
|
|
energy efficient designs, with |
|
renewable energy generation |
carbon heating systems and the |
|
|
zero carbon heating systems. |
|
capability. |
use of fossil fuels will be |
|
|
First affordable homes built t |
o |
All existing commercial |
completely phased out. |
|
|
Passsivhaus standard. |
|
properties switched to zero |
|
|
|
All properties getting sold or |
|
carbon energy systems. |
|
|
|
rented have Energy |
|
The small number of |
|
|
|
Performance Certificates. |
|
remaining domestic fossil fuel |
|
|
|
Significant number of existing |
|
boilers will have switched to |
|
|
|
properties are upgraded to |
|
using replacement renewable |
|
|
|
be more energy efficient. |
|
fuels. |
|
|
|
When needing to replace |
|
|
|
|
|
fossil fuel boilers Islanders |
|
|
|
|
|
move to zero carbon heating |
|
|
|
|
|
systems. |
|
|
|
|
|
Some Islanders start using |
|
|
|
|
|
replacement renewable fuels |
|
|
|
|
|
for heating in their existing |
|
|
|
|
|
boilers. |
|
|
|
Figure 18: Vision for heating in Jersey 2020-2050.
Other emissions
- There are a series of policy statements set out in Part C of the Carbon Neutral Roadmap that describe the current position and suggested ways forward on other sources of emissions in Jersey.
- Figure 19 paints a picture of how the journey towards decarbonisation in these other sectors might unfold in Jersey. These are imagined scenarios, not predictions; some may happen, others may not.
2020-2030 2030-2040 2040-2050
Aviation and Consider developing market Infrastructure and Air travel will be
marine for sustainable aviation fuel operational improvements to transformed, and the fuel transport and identify potential increase efficiencies. used will be decarbonised.
operational and Increase deployment of Use of future technologies infrastructure improvements sustainable aviation fuel such as electric and
to reduce carbon emissions (both synthetic and bio). hydrogen will be starting to within aviation delivery embed within the market.
service. Continued requirement for
high quality carbon offsets Reduction in use of high- Widespread market use of for flight emissions. quality offsets for flight
high-quality carbon offsets emissions.
for flight emissions. Zero carbon
renewable/synthetic marine All marine transport now Align with international fuel use widespread. zero carbon.
developments on reduced
carbon marine fuel.
Blue carbon Continue exploring the Projects to protect, enhance Continued support for
potential for blue carbon and expand marine existing projects and sequestration in Jersey’s sequestration and expansion of marine
waters. biodiversity in the Island’s sequestration projects to territorial waters start. realise the full carbon
potential of our territorial waters.
Trees Increase protection for Continued protection, Continued protection,
existing trees within the maintenance and care for all maintenance and care for all Island. existing trees in the Island. existing trees in the Island. New areas suitable for tree All potential areas for tree Replacement planting planting identified and planting in the Island ongoing as needed.
planting projects initiated. identified and planting
projects completed.
2020-2030 |
2030-2040 |
2040-2050 |
|
Carbon capture from waste |
Continue to generate greenhouse gas emissions from the burning of waste for the rest of the viable life of the Energy from Waste plant. |
New waste facility commissioned with carbon capture capability or equivalent. |
Zero carbon emissions from waste disposal on the Island. |
Agriculture |
Continue research into agricultural practices that result in reduced greenhouse gas generation or their capture and storage. |
Implementation of new agricultural practices to reduce/capture greenhouse gas emissions. Consider the use of high- quality offsets for residual emissions in this sector. |
Agricultural practices modified to become very low-carbon. Minimal use of high-quality offsets for residual emissions. |
Construction |
Sector starts to measure the carbon footprint of construction materials and to actively select low- carbon options. |
Information on life-cycle carbon of construction materials widely available and carbon assessments required as part of planning process. |
First cradle-to-grave zero carbon building built in the Island. |
Scope 3 emissions |
Increased information and awareness of the life-cycle carbon of the products and services we buy. Consumers increasingly considering the carbon footprint of food when making purchasing decisions. |
Increasing carbon labelling of products. Significant number of Islanders switched to low- carbon diet. |
Full transparency on the carbon intensity of all products and services we buy. Consumers increasingly choosing low-carbon options. Low-carbon diet the norm. |
Large scale renewables |
Agree scope and funding of a utility scale renewables project. |
Work starts on the Island’s offshore wind farm/tidal system. |
50% of Jersey’s electricity comes from renewable energy generated in the Island/the Island’s territorial waters. |
Offsets |
Start buying high-quality verified offsets. |
Very few offsets need to be purchased as on-Island emissions low. |
No longer need to purchase offsets as on-Island emissions matched by local sequestration. |
Figure 19. Vision for other sources of emissions in Jersey 2020-2050.
8 Costs and benefits
- The costs and benefits of the Carbon Neutral Roadmap depend on what policies are put in place and when and how this is done; what new challenges and opportunities present themselves in the coming years; and how global markets and actors respond to these.
- The Carbon Neutral Strategy[1] considered the direct cost to government of paying for emissions reduction policies, and recurrent costs arising from offsetting residual emissions. That analysis, which formed part of P.127/2020, as adopted by the States Assembly, suggested an indicative cost to government of up to £300M, based on a specific set of policy options, plus an estimated recurring cost of £2-5M per annum for offsets[2].
- These costs need to be weighed against the global and local benefits that come from reducing carbon emissions. In line with strategic policy 4, the carbon abatement potential and the opportunity for wider co-benefits has been assessed for each policy in the first delivery plan 2022-25. This analysis is set out in the multi-criteria analysis report and has been used to inform both the Children’s Rights’ Impact Assessment[3] and the Distributional Impact Assessment which focussed on the policies with the most significant potential for impact on income inequality. The report is published as part of the evidence base.[4] The findings and recommendations from the impact assessment work will be used in the design of delivery phase 1 to ensure compliance with Carbon Neutral Roadmap principle 5.
- As well as the local co-benefits of the proposed policies set out in the Carbon Neutral Roadmap, the Carbon Neutral Strategy also considered the social cost of carbon, which is a proxy for the negative impacts of carbon emissions that would be avoided. This was assessed to be as high as £600M if no steps were taken to reduce emissions in the areas of transport and heating.
Funding the Carbon Neutral Roadmap
- Strategic policy 3 sets out the agreed approach to funding the Carbon Neutral Roadmap. This
will require consideration, in future Government Plans, of the likely significant costs of future delivery plans.
- Jersey is not alone in facing this challenge and there are several avenues to explore. A review was commissioned to ensure Jersey is appraised of the full range of potential funding mechanisms being explored globally. The report[1] sets out a range of funding routes that are used in other jurisdictions, as listed in Figure 20 and includes case studies of the more innovative approaches being taken.
Taxation and charges |
Monetising assets |
|
|
General taxation |
Privatisation |
Hypothecated taxes |
Equity issuance of government-owned entities |
User fees and charges, including carbon fee and dividend models |
Reserves |
Borrowing |
Encouraging private investment |
|
|
Issuing general bonds |
Guarantees and government insurance |
Investment-specific bonds |
Subsidised loans |
Savings schemes |
Grants |
International financial institutions |
Match-funding |
Commercial bank loans |
Public-private finance |
|
Crowd and community-based funding |
Performance improvement |
|
|
Regulations and standards |
Public services |
|
Commercialised services |
Carbon offset markets |
|
|
|
Figure 20: An analysis of the typology of funding options – these are not presented in any priority and it is recognised that not all options apply to Jersey.
- The development of a longer-term financing strategy is planned to conclude in 2024, with associated measures incorporated into the Government Plan 2025-28, recognising that any significant shift in the use of major economic instruments, may require legislative change.
- An analysis of different costs and benefits that was undertaken to support the development of the Carbon Neutral Roadmap[2] identified key considerations in six categories:
- emissions reductions,
- social and environmental considerations,
- economic considerations,
- reputational considerations,
- practical considerations,
- cost considerations.
- The relevance and magnitude of these considerations will change depending on the choices set out in future Roadmap delivery plans, but all will play a part in assessing the future costs, benefits and funding of the Carbon Neutral Roadmap.
Emissions Reductions
Reductions in emissions. Any emissions, no matter how minor, contribute to climate change. A net-zero target will allow Jersey to reduce its own emissions and end its contribution to climate change, while possibly encouraging other countries to take action. If more countries contribute to climate action, greater global warming can be avoided.
Social and environmental considerations
Improvements in natural and human environments. Policies to reduce
emissions can improve the quality of human and natural environments and can improve biodiversity. For example, increased tree cover in Jersey can improve air quality, increase biodiversity, provide natural flood protection, and provide recreational benefits for citizens.
Health and well-being benefits. Policies to reduce emissions can lead to health and well-being benefits for citizens. These include direct health benefits, for example from improved air quality, and indirect benefits such as more comfortable, liveable buildings from insulation improvements. Climate-related policies and improved physical health can have knock-on impacts on mental health and can contribute to alleviating the growing phenomenon of ‘climate anxiety’.
Economic considerations
Economic benefits and opportunities. Achieving net-zero will require investment which can stimulate economic activity and employment. For example, climate action could create jobs in Jersey in the deployment of low-emission technologies.
Operating cost savings. Many low-carbon investments and technologies can bring operating costs savings. Households and businesses can benefit from lower energy bills due to improvements in heating systems and the energy efficiency of buildings. Motorists could see cuts in the ongoing costs of driving as they shift to electric vehicles, which have lower operating costs than fossil fuel vehicles.
Stimulation of innovation. The transition to net-zero may stimulate innovation and the development of new ideas in Jersey as businesses and households are encouraged to undertake low-carbon investment. This could decrease the cost of achieving net-zero and could lead to economic opportunities.
Reputational considerations
Reputational benefits and opportunities. The choice of net-zero target will establish Jersey’s position on climate action to the international community. An accelerated target may give Jersey a status as a frontrunner in climate action and may help to unlock economic, social, reputational, and diplomatic opportunities. On the other hand, a net-zero targe that is too ambitious to be credibly delivered through emissions reductions where possible could undermine reputational benefits.
Practical considerations
Reskilling of workers. Labour markets must adapt to ensure that workers are qualified to deliver the transition to net-zero and allow workers to benefit from the economic and job opportunities arising from it. For example, workers will require re-training for the successful deployment of low-emission heating technologies.
Practical considerations
Development of infrastructure. The transition to net-zero will require significant changes to existing infrastructure and the development of new infrastructure. The uptake of low-carbon technologies, for example electric vehicles, will be limited or non-existent until the necessary charging infrastructure is in place.
Opportunities to learn what works. It is helpful for policymakers to have the opportunity to trial solutions and policies before committing to them, as well as to learn from what works and what does not in Jersey and other jurisdictions. This can help to identify the most cost-effective and appropriate approaches to achieve net- zero.
Administrative constraints and coordination issues. Coordinating climate policy across different layers of government and across the private and public sectors will be challenging. For example, different groups may not consider each other’s interests or may wait for each other unnecessarily, potentially disrupting the transition to net-zero. It will be important to ensure that the transition is well coordinated and that there is a joined-up approach across government and all sectors and levels of society.
Societal changes needed. The transition to net-zero may require considerable lifestyle changes and polices may require significant commitments from citizens in order to be effective. These changes generally take time and can be difficult to achieve.
Public support for the net-zero target. Public and business support will be a vital component in achieving the net-zero target as it will require significant commitments and investments from businesses and households.
Development of supply chains. The transition to net-zero will require significant changes to existing supply chains. It will take time to develop new supply chains, construct the required capacity, and develop new business models for the deployment of low-carbon technologies and the transition to net-zero. It will be challenging to achieve this and will require significant changes to ‘business as usual’.
Part C
- This section sets out a prioritised delivery plan for the period 2022-25. The policies set out here are informed by a wide range of inputs, including:
• ideas generated as part of Jersey’s Climate Conversation,[3]
• the recommendations of the Citizens’ Assembly on Climate Change,[4]
• recommendations of the Jersey Youth Parliament[5] and from on-going youth engagement,
• practical experience from the delivery of Pathway 2050: An Energy Plan for Jersey[6],
• priorities established in community, Parish, and youth climate action plans,
• the analysis of policy options and choices in other jurisdictions, including that set out in the Carbon Neutral Strategy[7],
• the quantitative analysis of transport and heating, cooling and cooking options published alongside the Carbon Neutral Strategy[8], and
• a range of other published reports that form the evidence base for the Carbon Neutral Roadmap (Appendix 1)
• the outputs from the public consultation process that ran from December 2021 to 31 January 2022. Full details are available in the Consultation Report[9] and Consultation Response Statement [10].
Assessing and prioritising policies
- As required by strategic policy 4, the policies in this delivery plan have been assessed against a series of criteria, including the potential for policies to lead to carbon abatement and a consideration of other potential costs and benefits. These assessments were considered by the Carbon Neutral Steering Group[11] and Council of Ministers when preparing and reviewing the delivery plan.
Step 1 – Policies and criteria The policies to be assessed were selected – note the approach was not appropriate for some. The four key criteria were identified – these formed the basis on which each policy was assessed:
|
|
Step 2 – Deciding principles • Each of the criteria was assigned a weighting, based on their importance to the decision-making • Various principles of the scoring methodology were established • The scores varied between qualitative and quantitative values, depending on data availability • The analysis was normalised across the qualitative and quantitative metrics to a 1 to range to allow comparison. |
Step 3 – Scoring
• Workshops were held with experts from across the Government of Jersey who were selected to score the policies against their relevant sub-criteria
• The weighted score for each criteria at the initiative level was aggregated, to analyse overall performance and allow for comparison across initiatives.
- The impacts of the proposed policies on children’s rights has also been considered in a Children’s Right Impact Assessment[1]; and wider impacts on different groups have been scoped in an initial distributional impact analysis assessment[2].
- The table below sets out the carbon neutral delivery plan for the period 2022-25. The Plan is a mixture of:
• new policy interventions, including new incentive schemes to support Islanders to transition to lower carbon technologies,
• commitments to introduce or amend regulations, such as to require greater energy efficiency in our buildings and heating systems,
• new targets, to focus action across the Island, such as the ambition to make Jersey a centre of excellence for Blue Carbon research and industries, and
• confirmation of futures milestones, such as the requirement to decide, by 2028, if – having made substantial reductions in its emissions - Jersey needs to purchase offsets to reach a carbon neutral position.
- As set out in Figure 21, the policies in the delivery plan are ordered by the source of emissions they seek to address, with a further grouping that includes policies to build our capacity and capability to continue to decarbonise at greater breadth and pace in future years.
- Each policy is supported by a range of detailed analysis and impact assessments, which are summarised in the full policy package at Appendix 2. This includes a summary of the policy context and intent, identified SMART objectives, assumptions and dependencies, and relevant financial information.
Initials |
Category |
Explanation |
TR0 |
Transport policies |
Transport emission reduction policies |
HT0 |
Heating policies |
Heating emissions reduction policies |
OE0 |
Other on and off-Island emissions policies |
Policies that tackle other on and off-Island emissions |
EN0 |
Enabling policies |
Policies that enable delivery and implementation and support the systemic change needed to make a just transition to a low-carbon economy |
Figure 21: Summary of the four policies categories.
Transport Policies |
||
|
||
# |
Policy title |
The Government of Jersey will… |
|
|
|
TR1 |
Speeding up adoption of electric vehicles |
• Subsidise the cost of an electric vehicle at the point that it is first registered on the Island (for both new and imported second-hand vehicles) • Continue to offer subsidised public parking until a new parking plan is in place (as required by the Sustainable Transport Policy) • Exempt electric vehicles from planned increases in vehicle emissions duty • Work with Jersey Electricity to agree a scale-up plan for electric vehicle charging infrastructure that:
|
TR2 |
Vehicle scrappage incentive POLICY REMOVED |
THIS POLICY IS NOT BEING PROGRESSED AT THIS STAGE FOLLOWING CONSULTATION RESPONSES. |
TR3 |
Supporting transition fuels |
Bring forward a proposal in the Government Plan 2022 to subsidise the rate of fuel duty charged on second generation renewable diesel, by approximately 32ppl. |
TR3b |
Investigate potential for renewable content petrol and diesel for Jersey |
Carry out research and market analysis on the implications and options in order to produce policy position by end of 2022. |
TR4 |
Vehicle Emissions Duty (VED) incentive |
Apply no level of Vehicle Emissions Duty on zero carbon vehicles and increase Vehicle Emissions Duty on all domestic petrol and diesel vehicles each year until at least 2030. |
TR5 |
End the importation and registration of petrol and diesel vehicles that are new to the Island from 2030 |
Bring into force legislation that prohibits the importation and registration of petrol and diesel cars and small vans that are new to the Island in 2030 at the latest and will seek to extend this to other categories of vehicle at subsequent dates between 2030 and 2040. |
TR6 |
Review Roads Law |
Review the legal framework for Jersey’s highways to ensure they are fit to safely enable low-carbon, sustainable and modern travel and transport. |
||||
TR7 |
“Green” number plates for electric vehicles |
Ensure that, from the 1 January 2023, owners of electric vehicles will have the option to display a number plate that features a green marker as a visible signifier of their contribution tackling the climate emergency. |
||||
TR8 |
Sustainable Transport Roadmap |
Complete the rapid plans required by the Sustainable Transport Policy and, drawing on these, publish a Sustainable Transport Roadmap in 2022. |
||||
TR9 |
Bus service development trials |
Implement a programme of bus service development trials 2022-2024. |
||||
TR10 |
Active Travel |
Implement further active travel initiatives in 2022, ahead of development of the full Sustainable Transport Policy. |
||||
TR11 |
Emissions from aviation and maritime transport |
Work with the Ports of Jersey to reduce emissions from aviation and marine transport, in line with the Jet Zero scenario 2 emissions targets and obligations under the MARPOL treaty. |
||||
|
|
|
||||
|
|
Heating Policies |
||||
|
|
|
||||
# |
Policy title |
The Government of Jersey will… |
||||
HT1 |
Supporting low- carbon heating systems and home insulation |
Provide a subsidy to enable both householders and commercial businesses to transition to low-carbon heating systems. The scheme will run from 2022. |
||||
HT2 |
Update building bye- laws |
Bring into force legislation that updates current building regulations and sets increased energy efficiency and carbon emission standards of new and existing domestic and commercial buildings and prohibits new fossil fuel boilers being installed in any property after 1st January 2026. |
||||
HT3 |
Energy Performance Certificates |
Develop and introduce legislation by the end of 2024 to make both domestic and commercial Energy Performance Certificates mandatory at the point of sale and rental, with minimum standards being brought in sequentially from 2026. Government will also ensure that Energy Performance Certificates are displayed on public buildings by 2025. |
||||
|
|
Other Emissions Policies |
||||
|
||||||
# |
Policy title |
The Government of Jersey will… |
||||
|
|
|
||||
OE1 |
Promoting low-carbon lifestyles |
Develop and deliver an education and engagement programme to help Islanders to reduce their off-Island (scope 3) emissions. |
||||
OE2 |
Construction sector emissions |
Work closely with the Jersey Construction Council, Association of Jersey Architects, and others in the industry to drive-down the whole life carbon impact of the Island’s construction sector, including considering the use of all available policy levers. Government will also adopt higher construction standards for all public construction projects. |
||||
OE3 |
Agricultural sector emissions |
Working with key stakeholders from the agricultural sector, develop and implement a new net-zero Rural Economy Strategy and Marine Economy Strategy, in 2022, that aims to support the agricultural sector to continue to reduce emissions from their activities, and to adapt to the effects of climate change. |
||||
OE4 |
Emissions from waste and water management |
Make on-Island solid waste disposal net-zero by 2040. To achieve this, a Circular Economy Strategy will be developed by 2025. Work to explore opportunities for carbon capture from the existing electricity from waste plant will begin in 2022. Work with Jersey Water to prepare a net-zero Water Management Strategy by 2024, which incorporates existing planned work, in order to inform the next Island Plan. |
||||
OE5 |
F-Gas emissions |
Seek extension of the UK’s compliance with the Kigali amendment to Jersey by 2025. |
||||
OE6 |
Delivering a sustainable finance framework |
Continue to develop a sustainable finance framework that supports decarbonisation initiatives in Jersey and around the world, recognising that the way in which Jersey can deliver the biggest impact to global climate change is through its finance sector. |
||||
|
|
Enabling Policies |
||||
|
||||||
# |
Policy title |
The Government of Jersey will… |
||||
|
|
|
||||
EN1 |
Decarbonising government |
Reduce its operational emissions in line with the Paris Agreement trajectory established by strategic policy 1. A new decarbonisation unit will be established in 2022 to develop a comprehensive action plan, which will set quantified emissions reduction targets in Departmental Operational Business Plans from 2023. Second Generation Renewal Diesel will be phased into the government of Jersey fleet from 2022, and a range of exemplar projects undertaken. |
||||
EN2 |
Create a Carbon Neutral Network |
Work with the Economic Council sustainability working group to support the development of a Carbon Neutral Network of businesses and voluntary, community, social enterprise and faith sector organisations; and establish a £500k Climate Action Fund to support grassroots projects to tackle the climate emergency. |
||||
EN3 |
Developing supply chains and on-Island skills for a sustainable economy |
Put the development of on-Island skills at the heart of future economic and skills strategy, including integrating green skills into the Future Economy Programme and Further Education and Skills white paper. Government will also support the development of low-carbon and sustainable supply chains. |
||||
EN4 |
Delivering the COP26 education pledge |
Deliver the COP26 education pledge by embedding high quality climate education into education and learning. |
||||
EN5 |
Blue carbon, biodiversity and sequestration |
Promote Jersey as a centre of excellence for blue carbon sequestration, with an ambition to double the extent of sea grass beds and recognise that tackling the climate emergency by using nature-based solutions that also address the biodiversity crisis provides multiple benefits for our land, air and sea. |
||||
EN6 |
Carbon offset purchasing strategy |
Undertake the necessary work to ensure Jersey can become carbon neutral by 2030, through the delivery of ambitious carbon reductions policies, balanced with purchased offsets. |
||||
- Funding for the 2022-25 delivery plan comes from a range of existing government budgets (as identified in the Appendix 2 papers), as well as the full allocation of the available Climate Emergency, as set out in strategic policy 3 and detailed in the table at Figure 22 below. Note that all numbers have been rounded for presentation purposes.
# |
Policy name |
CEF Total |
Deliverables |
TR1 |
Speeding up adoption of electric vehicles |
£6,255,000 |
1,600 electric vehicle incentives 1,000 electric vehicle charger incentives |
TR2 |
Vehicle scrappage incentive POLICY REMOVED |
£410,000 |
500 vehicle scrappage incentives |
TR3 |
Supporting transition fuels |
£3,189,000 |
10 million litres of subsidised biodiesel |
TR3b |
Investigate potential for renewable content petrol and diesel in Jersey |
Business as Usual (BAU) |
Policy position by end of 2022 |
TR4 |
Vehicle Emissions Duty incentive |
BAU+ |
Disincentivising registration of high emission vehicles |
TR5 |
End the importation and registration of petrol and diesel vehicles that are new to the Island from 2030 |
BAU+ |
Effective 1 January 2030 |
TR6 |
Roads Law Review |
BAU+ |
Provide framework for safe and legal use of personal light electric vehicles, shared transport services etc. |
TR7 |
"Green" number plates for electric vehicles |
BAU+ |
Green registration number plates for all electric vehicle registrations from 2022 |
TR8 |
Sustainable Transport Roadmap |
BAU+ |
Delivery of Active Travel, Bus Development Plan, Parking Plan and Mobility as a Service framework |
TR9 |
Bus service development trials |
£1,500,000 |
Increased bus frequency and subsidised fares |
TR10 |
Active travel |
£300,000 |
Total cost to be confirmed in Sustainable Transport Policy |
TR11 |
Emissions from aviation and marine transport |
BAU+ |
|
HT1 |
Supporting low-carbon heating systems and home insulation |
£5,706,000 |
1000 low-carbon heating system switches |
HT2 |
Update building bye-laws |
BAU+ |
Replacement fossil fuelled heating systems stopped from 1 January 2026 |
HT3 |
Energy Performance Certificates |
£355,000 |
800 energy audit incentives completed by end of 2024 |
OE1 |
Promoting low-carbon lifestyles |
£200,000 |
Sector specific campaigns such as those for agriculture, hospitality and construction |
OE2 |
Construction sector emissions |
BAU+ |
|
OE3 |
Agricultural sector emissions |
BAU+ |
Emission reductions to be set out in Rural Economy Strategy revision, published 2022 |
OE4 |
Emissions from waste and water management |
BAU+ |
|
OE5 |
F-gas emissions |
BAU+ |
|
OE6 |
Delivering a sustainable finance framework |
£60,000 |
|
EN1 |
Decarbonising Government of Jersey |
£1,260,000 |
Set up of decarbonisation unit, initial projects and deliver Action Plan |
EN2 |
Create a Carbon Neutral Network |
£500,000 |
Community grants for decarbonisation projects |
EN3 |
Developing supply chains and on-Island skills for a sustainable economy |
BAU+ |
Delivery of sector specific training |
EN4 |
Delivering the COP26 education pledge |
£200,000 |
By 2025 climate integrated into curriculum, resources, materials, teacher training delivered |
EN5 |
Blue Carbon, biodiversity and sequestration |
£1,325,000 |
Delivery of environmental protection projects agreed in Government Plan and blue carbon development |
EN6 |
Carbon offset purchasing strategy |
BAU+ |
|
Policy development (as per Government Plan) |
£1,200,000 |
Policy development including: energy market review (SP2), technology partnership (SP2), future financing strategy (SP3), work on utility scale renewable energy (SP2) and Sustainable Transport Roadmap (TR8) |
|
Regulatory, Enabling and Programme |
£950,000 |
Series of regulatory and enabling action to support the development of the required legislation and regulatory measures. Reporting and management of the programme (SP4) |
|
|
TOTAL |
£23,000,000 |
|
Figure 22: Summary of policies funded under 4-year Climate Emergency Fund budget 2022-2025.
Detailed design through to implementation
- Figure 23 seeks to show how the policies set out in the delivery plan will be developed. Building on the feedback received through the consultation to the high-level programme design provided in policy summaries, the background research work and consultation with key stakeholders will continue over the coming months, in preparation for the States debate in April. Following, and depending on, the outcome of the States debate in April the further details of the operational design and delivery will be finalised over the six months (approximately) following the agreement of the Carbon Neutral Roadmap. This is delivery phase 1.
Figure 23: Policy design and implementation process.
- The programme design phase will need to address series of governance issues, including;
• designing incentive payment schemes to high standards and in order that they ensure a Just Transition and are compliant with the Public Finance Manual,
• exploring whether Government should commission or directly deliver many of the policies, particularly the provision of incentives,
• consumption inequality as highlighted in the distributional impact assessment
• data requirements for monitoring, further policy design and impact evaluation
• further distributional impact analysis of policies as they are developed, and, how the proposed small grants scheme might be effectively implemented.
- An implementation schedule for the whole of the Carbon Neutral Roadmap is provided in Appendix 3. Note that most detail is provided for the policies being taken forward in 2022-25 under the agreed Climate Emergency Fund budget. This schedule provides detail on the targets, implementation route and approval type for all the policies. It will be iterated over time as plans progress.
- The Carbon Neutral Roadmap will have wide-ranging implications across Jersey. Strong governance will be required to oversee the delivery of policies and to continue to anchor and strategically align the many networks and groups that will need to work together.
- The Minister for the Environment, on behalf of the Council of Ministers, has overall policy responsibility for the Climate Emergency Fund. The Carbon Neutral Roadmap proposes a new Ministerial portfolio for Energy and Climate Change to be considered by the new government. If this proposal is accepted, then it is proposed that oversight for the Climate Emergency Fund will move to the new Ministerial portfolio. Until that time it is assumed that the status quo remains and that the Minister for the Environment retains the delegated responsibility for the policy development and Climate Emergency Fund.
- High level Climate Emergency Fund spend is agreed by the States Assembly via the Government Plan or a carbon neutral delivery plan.
- The Minister for Treasury and Resources has ministerial responsibility for setting an appropriate investment strategy for the Climate Emergency Fund, and the Revenue Policy Development Board[1] oversee the review of fiscal levers work to further fund the Climate Emergency Fund and provide recommendations.
- Work to respond to the Climate Emergency has been underway since 2019 in parallel with the development of the Carbon Neutral Roadmap. There is a governance structure for the existing work and expenditure from the Climate Emergency Fund to date. Reporting on the Climate Emergency Super Programme is provided in Perform.
- With the agreement of the Carbon Neutral Roadmap the outputs of the programme and expenditure increase substantially. Accordingly, revised programme governance and management arrangements have been put in place. This includes a new programme office in SPPP and a review planned for 2026.
Appendix 1 – List of published evidence base
These are the main evidence-based documents that were used to inform the Carbon Neutral Roadmap.
Jersey’s changing climate. Presentation by Paul Aked, Jersey Meteorological Departmen and Sophia Bird (Channel ITV) |
t 18 March 2021 |
The impact of Jersey’s changing climate. Presentation by Willie Peggie, Director, Natural Environment, Government of Jersey |
18 March 2021 |
Overview of how the way we travel; use energy in our homes; consume products |
18 March 2021 |
contribute to carbon emissions. Presentation by Jonathan Renouf |
|
Overview of a Just Transition. Presentation by Rebekah Diski, New Economics Foundation and member of Advisory Panel |
18 March 2021 |
Overview of Jersey’s Energy Market. Presentation by Dr Louise Magris, Head of Sustainability and Foresight, Government of Jersey |
18 March 2021 |
Jersey’s Scope 3 emissions. Presentation by Kathryn Hampshire and Katie King, Aether |
18 March 2021 |
How do we change behaviour to reduce emissions in the Island? Presentation by Toby |
18 March 2021 |
Park, Behavioural Insights and member of the Advisory Panel |
|
Paying for carbon neutrality. The different ways of paying for actions that will take us |
18 March 2021 |
towards becoming carbon neutral. Presentation by Nick Vaughan, Chief Economic Advisor, Government of Jersey |
|
Scenarios for Carbon Neutrality. Presentation by Matt Shephard, Principal Economist, Oxera |
18 March 2021 |
Jersey’s transport sector emissions. Presentation by Kathryn Hampshire, Aether |
1 April 2021 |
Transport in Jersey. Presentation by Rob Hayward, Government of Jersey |
1 April 2021 |
Options for decarbonising transport. Presentation by Chris Sibthorpe, PGA |
1 April 2021 |
Scenarios, costs and trade offs for decarbonising transport in Jersey. Presentation by |
1 April 2021 |
Matt Shepherd, Oxera |
|
Fair decarbonisation of transport. Presentation by Rebekah Diski, New Economics Foundation |
1 April 2021 |
Young people’s perspectives on transport. Presentation by Abbie Syvret and Hautlieu School |
1 April 2021 |
Disability and transport. Presentation by Jim Hopley, Honorary Chairman Jersey Disability Partnership |
1 April 2021 |
What is a carbon offset? Presentation by Hilary Jeune , Valuemetrix |
1 April 2021 |
Costs of offsetting. Presentation by Matt Shepherd, Oxera |
1 April 2021 |
Context of the Citizens’ Assembly on Climate Change. Presentation by Steve Skelton, |
1 April 2021 |
Government of Jersey |
|
Emissions from heating, cooking and cooling sector. Presentation by Katie King, Aether |
22 April 2021 |
Opportunities to reduce emissions from buildings. Presentation by Alison Horton and |
22 April 2021 |
Ian Alder, Association of Jersey Architects |
|
Current Government of Jersey initiatives to reduce building emissions. Presentation by |
22 April 2021 |
Dr Louise Magris, Government of Jersey |
|
Opportunities and impacts for the gas sector. Presentation by David Cruddace, Jersey |
22 April 2021 |
Gas |
|
Opportunities and impacts for the oil sector. Presentation by Nigel Blandin, Jersey Construction Council |
22 April 2021 |
Opportunities and impacts for the electricity sector. Presentation by Chris Ambler, Jersey |
22 April 2021 |
Electricity |
|
Scenarios, costs and trade offs of decarbonising heating, cooking and cooling*. |
22 April 2021 |
Presentation by Matt Shepherd, Oxera *The Advisory Panel were asked to consider the accuracy of the statement made around the relative costs of different fuel types. They concluded that there are many different factors that affect the costs of heating a house and that it was not possible to make a blanket statement on the relative overall costs. |
|
Introduction to Sustainable Finance. Presentation by Emiko Caerlewy-Smith and Amy King, KIT consulting |
22 April 2021 |
Wrapping up the Citizens’ Assembly. Presentation by Rob Hopkins, Author and Transition Network |
May 2021 |
Concluding and prioritising recommendations. Presentation by Steve Skelton, Group |
May 2021 |
Director, Strategy and Innovation, Government of Jersey |
|
Factsheets |
|
18 March 2021 |
|
18 March 2021 |
|
18 March 2021 |
|
18 March 2021 |
|
18 March 2021 |
|
18 March 2021 |
|
18 March 2021 |
|
18 March 2021 |
|
18 March 2021 |
|
1 April 2021 |
|
1 April 2021 |
|
1 April 2021 |
|
1 April 2021 |
|
22 April 2021 |
|
22 April 2021 |
|
Appendix 2 – Policy Pack Structure
- As set out in the table below, the policies in the delivery plan are ordered by the source of emissions they seek to address, with a further grouping that includes policies to build our capacity and capability to continue to decarbonise at greater breadth and pace in future years.
Initials |
Category |
Explanation |
TR0 |
Transport policies |
Transport emission reduction policies |
HT0 |
Heating policies |
Heating emissions reduction policies |
OE0 |
Other on and off-Island emissions policies |
Policies that tackle other on and off-Island emissions |
EN0 |
Enabling policies |
Policies that enable delivery and implementation and support the systemic change needed to make a just transition to a low-carbon economy |
Figure 24: Summary of policy categories.
- Each policy is supported by a range of detailed analysis and impact assessments, which is
provided here. This includes a summary of the policy context and intent, identified SMART objectives, assumptions and dependencies, and relevant financial information.
- The policy detail will be worked up with close engagement with the Disability Working Group to ensure that careful consideration is given to the potential impact of all the policies to people with disabilities and that appropriate measures are put in place to minimise any detrimental impacts.
TR - Transport policies
|
|
|
|
|
|
|
|
# |
Policy |
|
Summary |
Deliverables |
4-Year Budget |
Carb |
MCA on |
TR1 |
Speeding up adoption of electric vehicles |
|
Up to £3.5k purchase incentive on electric vehicles under £30k Incentive reduces as cost of electric vehicles reduces |
1600 electric vehicles subsidised |
£5,734,000 |
4.2 |
3.4 |
|
£350 incentive for chargers Register of approved installers |
1000 chargers subsidised |
£521,000 |
n/a |
n/a |
||
TR2 |
Vehicle scrappage incentive |
|
Following feedback from the consultation process this policy has been removed from 2022- 2025 proposed policies |
|
|
|
|
TR3 |
Supporting transition fuels |
|
Approximately 32ppl subsidy for second generation renewable diesel |
10 million litres of subsidised biodiesel |
£3,189,000 |
4 |
3.42 |
TR3b |
Investigate the potential for renewable content fossil fuels in Jersey |
|
Carry out research and market analysis to produce a policy position on renewable content fossil fuels by the end of 2022 |
Policy position report |
n/a |
n/a |
n/a |
TR4 |
Vehicle emissions duty incentive |
|
Legislation for a phased approach of increasing the level of vehicle emissions duty on all petrol and diesel vehicles |
n/a |
BAU+ |
4 |
2.93 |
|
End the |
|
|
|
|
|
|
|
importation and |
|
|
|
|
|
|
TR5 |
registration of petrol and diesel vehicles that are new to the Island from |
|
End the importation, registration and sale of petrol and diesel vehicles that are new to the Island from 2030 |
n/a |
BAU+ |
4.2 |
3.34 |
|
2030 |
|
|
|
|
|
|
|
|
|
To provide a framework for safe |
|
|
|
|
TR6 |
Review Roads Law |
|
and legal use of personal light electric vehicles, shared transport services, autonomous vehicles |
n/a |
BAU+ |
n/a |
n/a |
|
|
|
and other sustainable transport |
|
|
|
|
|
|
|
solutions |
|
|
|
|
TR7 |
“Green” number plates for electric vehicles |
|
Visible recognition of switch to low-carbon transport |
n/a |
BAU+ |
n/a |
n/a |
|
|
|
Active Travel – costed and |
|
|
|
|
|
|
|
prioritised plan |
|
|
|
|
TR8 |
Sustainable Transport Roadmap |
|
Bus service development plan – Bus contact Parking plan – Revenue Policy Development Board company |
n/a |
Government Plan 2023 |
n/a |
n/a |
|
|
|
commuter parking levers |
|
|
|
|
|
|
|
Mobility as a Service - framework |
|
|
|
|
TR9 |
Bus service development trials |
|
Incentivise behaviour change and modal shift Trial projects to inform revised bus contract development in |
n/a |
£1,500,000 |
n/a |
n/a |
|
|
|
2024 |
|
|
|
|
|
|
|
Active Travel infrastructure |
|
|
|
|
TR10 |
Active Travel |
|
improvements Trial projects to inform delivery of |
n/a |
£300,000 |
n/a |
n/a |
|
|
|
Sustainable Transport Policy rapid |
|
|
|
|
|
|
|
plan |
|
|
|
|
TR11 |
Emissions from aviation and marine transport |
|
Describes the emissions trajectory for aviation and marine transport and expectations about future technology improvements Jointly developed with Ports of |
n/a |
BAU+ |
n/a |
n/a |
|
|
|
Jersey |
|
|
|
|
TR1 – Speeding up adoption of electric vehicles
The Government of Jersey will:
- subsidise the cost of an electric vehicle at the point that it is first registered on the Island (for both new and imported second-hand vehicles),
- continue to offer subsidised public parking until a new parking plan is in place (as required by the Sustainable Transport Policy),
- exempt electric vehicles from planned increases in vehicle emissions duty,
- work with Jersey Electricity to agree a scale-up plan for electric vehicle charging infrastructure that:
• subsidises the cost of domestic electric charging infrastructure,
• continues to deliver off-street electric vehicle charging points across the Island
• trials on-street charging infrastructure to identify the right solution for Jersey, including exploring consequential amendments to planning regulation where appropriate ,
• improves the visibility of charger availability across the Island.
The key aim of this policy is to facilitate and accelerate the shift from petrol and diesel vehicles to electric vehicles. In order to achieve a 68% reduction in the Island’s total carbon emissions by 2030 the target is to shift 67% of the Island’s fleet away from fossil-fuels by 2030, recognising that the majority of this shift will be achieved through an increase in use of electric vehicles, alongside investment in sustainable transport to support Islanders to travel in other ways.
Transition to electric vehicles in Jersey should be rapid. In Jersey, distances travelled are small and range anxiety will be less than in other jurisdictions, and the Island already benefits from around 100 publicly available charging points in public car parks, Parish Hall s and some retail locations.
Electric vehicle purchase subsidy
Electric vehicles currently cost more to purchase than petrol or diesel equivalents. This policy proposes the provision of a subsidy of 35% of the purchase costs of the electric vehicle, or £3,500 (whichever is lower) at the point that it is first registered on the Island (for both new and imported second-hand vehicles, and for both domestic and commercial vehicles). The subsidy will only be available for vehicles with a purchase price under £30,000. For every electric vehicle subsidised, a petrol or diesel vehicle must be deregistered from the Island.
The subsidy is expected to run from 2022 to the end of 2027. The maximum value of the subsidy will be reduced periodically starting at £3,500 in 2022 and expected to reduce to £2,000 by 2027. Reductions will be informed by evidence of policy impact and market conditions and will be removed before this date if price parity between electric vehicles and petrol/diesel equivalents is reached
earlier. The subsidy will be removed no later than the date at which legislation comes into force prohibiting the importation, registration and/or sale of petrol and diesel vehicles new into the Island.
Further details, to be confirmed in the programme design phase following consultation with Islanders, motor industry and others. These include vehicle and other eligibility criteria, application and deregistration processes, and how the scheme will be administered.
Charging infrastructure scale-up plan
One of the cited barriers to the uptake of electric vehicles is range anxiety and lack of charging infrastructure. The barrier is not just the costs of the chargers and their installation but a lack of information/understanding of chargers, how they are installed and operated and who can install them.
Most drivers wil be looking to charge where they are parked overnight. For around 65% of the Island this could be in off-street parking areas at private domestic or commercial properties. However, this will not be an option for all Islanders or for those visiting the Island, and the network of public charging points will need to be increased to support this.
The scale-up plan, which Government will develop in partnership with Jersey Electricity, will seek to address the cost by offering £350 towards an electric charger and its installation in existing domestic properties. The incentive will be able to be used to access a Competent Person’s Scheme from a register of those suitably qualified to install them in the Island.
It will also address the information gap and the ‘hassle factor’ of organising a charger installation and of locating and accessing public charging points, and trial on-street charging infrastructure to identify the right solution for Jersey, including exploring consequential amendments to planning regulation where appropriate.
Other incentives
The Government will also:
• exempt electric vehicles from planned increases in vehicle emissions duty (policy TR5),
• continue to offer subsidised public parking for electric vehicles until a new parking plan is in place as required by the Sustainable Transport Policy[2].
SMART objectives
- establish and commence a subsidy for battery electric vehicle sales in Jersey in 2022
- stimulate the accelerated turnover of the Island’s fleet from approximately 900 electric vehicles registered in 2021
- develop a scale-up plan for electric vehicle charging infrastructure in 2022
- in 2022, establish a register of Competent Person’s Scheme for electric charger installers and/or a register of suitably qualified installers locally
- in 2022, introduce an incentive scheme offering £350 to householders towards the cost of chargers and their installation in their homes.
Assumptions
• the Jersey Mobility Hierarchy (set out in the Sustainable Transport Policy[3]) seeks to switch many journeys to public transport/active travel but does acknowledge the ongoing role that private vehicles will play
• any incentive for electric vehicles would be discontinued at the point of price parity to petrol/diesel vehicles and/or when the legislation to phase out on the new registration of petrol/diesel vehicles comes in
• price parity between standard electric vehicles and petrol and diesel equivalents anticipated by 2027
• a separate scrappage incentive may be considered in the future.
Dependencies
• that sufficient vehicle charging points will be in place in the Island to service the car fleet
• the motor industry will be able to ensure the supply for electric vehicles meets demand
• the vehicle maintenance industry will pivot to ensure availability of electric vehicle servicing
• appropriate level of skilled workforce to install chargers.
CEF 4-Year budget |
Total 2022-2025 |
Deliverables |
Electric vehicle purchase incentive scheme |
£5,734,000 |
1,600 electric vehicles subsidised |
Charger incentive scheme |
£521,000 |
1,000 chargers subsidised |
TR2 - Vehicle scrappage incentive
As a result of consultation feedback on the draft Carbon Neutral Roadmap this policy has been removed from the 2022-2025 delivery plan.
Further information on the consultation responses can be read in the Consultation Report[1] and Consultation Response Statement [2].
TR3 - Supporting transition fuels
The Government of Jersey will:
Bring forward a proposal in the Government Plan 2022 to subsidise the rate of fuel duty charged on second generation renewable diesel, by approximately 32ppl.
To encourage Islanders to replace traditional fossil-fuel diesel with second generation renewable diesel (SGRD) in road transport. Government will also consider fuel duty in respect of other renewable content fuels, marine and aviation fuels in line with policies TR3b and TR11.
• in Government Plan 2023-2026, include proposal to subsidise fuel duty on second generation renewable diesel and replace lost revenue through the Climate Emergency Fund
• subsidy to be reviewed on an annual basis
• to establish a market for low-carbon transition fuels that will also serve heavier vehicles, and to reduce carbon emissions in the near term without compromising the embedded carbon in existing diesel vehicles.
SMART objectives
- by 2030, or before, all remaining diesel vehicles assumed to be using second generation renewable diesel
- by 2022, to agree a subsidy level to increase affordability of second generation renewable diesel to be applied through fuel duty
- by 1 January 2023, implement changes to fuel duty, to be reviewed on an annual basis to assess uptake, market supply and future costs
- ahead of Government Plan 2026-2029, review efficacy of the subsidy considering evidence; individual and market behaviour; and progress with related fuels, technologies and sustainable transport options.
Assumptions
• cost of SGRD remains stable
• based on subsidy of approximately 32ppl
• additional annual cost per vehicle of using SGRD anticipated to be £96
• cost of using SGRD will be 10% more than diesel
• currently cost of using SGRD is 36% more than diesel
• based on total of 13.3M litres of diesel per annum and increase in SGRD take up over 7 years:
- 20% in 2023,
- 25% in 2024,
- 32% in 2025,
- 50% in 2026 to 2030.
• market availability.
Dependencies
• the cost of SGRD doesn’t significantly increase to a point where any incentive price provided becomes ineffective
• as the use of SGRD grows, the level of revenue generated from fossil fuels reduces
• policy position on other renewable content fuels to be established through policy TR3b.
CEF 4-Year budget |
Total 2022-2025 |
Deliverables |
Second generation renewable diesel subsidy |
£3,189,000 |
10 million litres of subsidised biodiesel |
TR3b – Investigate the implications for the Island of renewable content fossil fuels
The Government of Jersey will;
• carry out research and market analysis on the implications, and
options regarding the suitability of renewable content fuels for the Island
• produce a policy position paper by the end of 202.
In response to the consultation responses received, an additional policy has been added to the policy pack. This policy recognises the changes in the EU and UK as they move towards adopting revised standard grades of petrol and diesel e.g., E10 and B7 as part of the EU and UK net zero strategies. As an Island with much lower average mileage and specific infrastructure constraints, additional work needs to be completed to understand the implications for Jersey. The research will produce a policy position on the suitability of renewable content fuels as standard grade in Jersey.
The policy position paper will also establish whether the subsidy applied through policy T3 should also be considered for the renewable content of these fuels.
The Government of Jersey will:
Undertake research and market analysis on the products and suitability for Jersey, considering the financial, infrastructure and spatial implications and other necessary conditions. The research will consider the following:
• the potential impact of widespread use of renewable content fossil fuels on the Island's greenhouse gas inventory,
• the market availability and price point,
• supply and distribution networks throughout the Island,
• identify spatial and infrastructure changes required and the implications for import and distribution networks,
• the possible implementation timescale and cost effectiveness considering the alignment with policy TR5,
• consider options and implications for possibility of a differential fuel duty rate or subsidy through policy TR3.
SMART objectives
- carry out research and market analysis to produce a policy position paper by the end of 2022
- the policy details and scope for the research will be worked up with industry stakeholders between April-July 2022.
Assumptions
• consideration of implications for fuel duty will be considered in policy T3 and will be considered by the Revenue Policy Development Board environmental taxes sub-group as part of the environmental taxes and charges workstream.
Dependencies
• Island Plan
• infrastructure plan
• energy market review – strategic policy 2.
CEF 4-Year budget |
Total 2022-2025 |
Deliverables |
N/A |
N/A |
Policy position by end of 2022 |
TR4 - Vehicle Emissions Duty incentive
The Government of Jersey will:
Apply no level of Vehicle Emissions Duty (VED) on zero carbon vehicles and increase VED on all domestic petrol and diesel vehicles each year until at least 2030.
In order to incentivise the purchase of electric vehicles, they will continue to attract no Vehicle Emissions Duty (VED).
The level of VED applied to the importation of petrol and diesel vehicles will continue to increase each year in order to become a significant factor in purchasing decisions. Petrol and diesel vehicles will continue to attract VED regardless of how they are fueled once in the Island. Commercial petrol and diesel vehicles will continue to receive the current relevant dispensations from VED. However, as and when low-carbon alternatives for commercial vehicles are available, their uptake will be incentivised through differential rates of VED. Until price parity is achieved between low-carbon commercial petrol and diesel commercial vehicles, consideration of the impact on the economy will be made in applying this policy.
VED bands will be increased at different rates, with larger proportionate increases for more polluting private vehicles. Increases will be set out in the Government Plan and will be based on achieving a range of policy objectives, including:
• incentivising the uptake of low-carbon vehicles by closing the price gap sooner,
• providing a ‘backstop’ policy to ensure very minimal importation of petrol and diesel vehicles once market alternatives are available but ahead of the date after which new registrations are not allowed.
The excess revenue would be deposited in the Climate Emergency Fund.
SMART objectives
1. substantial annual increases in VED to be set out in each Government Plan.
Assumptions
• the Jersey Mobility Hierarchy (set out in the Sustainable Transport Policy[1]) seeks to switch many journeys to public transport/active travel but does acknowledge the on-going role that private vehicles will play
• a rate of VED sufficient to dissuade purchasers from petrol and diesel engines can be achieved.
Dependencies
• Tax Policy
• Government Plan process.
Support for this work will be required from SPPP, IHE and Treasury departments.
TR5 – End the importation and registration of petrol and diesel vehicles that are new to the Island from 2030
The Government of Jersey will:
Bring into force legislation that phases out the importation and registration of petrol and diesel cars and small vans that are new to the Island from 2030 at the latest and will seek to extend this to other categories of vehicle at subsequent dates between 2030 and 2040.
Transport is the largest source of on-Island greenhouse gas emissions. In order to meet Jersey’s ambition to have net-zero greenhouse gas emissions by 2050 we need to phase out the use of all petrol and diesel vehicles from the Island’s roads by 2050.
To do this we need to stop vehicles that are new to the Island coming in well in advance of this date, bearing in mind that a car may have a useful life of over 15 years in the Island. The UK has prohibited the manufacture and sale of petrol and diesel vehicles from 2030 (with hybrids from 2035) and the EU from 2035. At COP26 the Glasgow breakthrough statement on road transport agreed by participating nations was that ‘Zero emission vehicles are the new normal and accessible, affordable, and sustainable in all regions by 2030’.’[2] The legislation change is supported by financial incentives and disincentives set out in other policies that will accelerate the natural transition away from petrol and diesel cars.
SMART objectives
- to prevent the new importation, sale and registration of petrol and diesel cars and small vans that are new to Jersey from 1 January 2030 at the latest
- legislation to be expanded between 2030 and 2040 to cover the additional vehicle types (including hybrids)
- to ensure that Jersey does not become a dumping group for new petrol and diesel cars that cannot be sold in the UK or EU due to the bans brought in there.
Assumptions
• the Jersey Mobility Hierarchy (set out in the Sustainable Transport Policy[3]) seeks to switch many journeys to public transport/active travel but does acknowledge the ongoing role that private vehicles will play
• cars and small vans make up approximately 80% of the Island’s current fleet.
Dependencies
• availability of alternative vehicles
• availability of public charging infrastructure
• incentive scheme to cover the cost differential between petrol and diesel and electric vehicles to the point of price parity.
Support for this work will be required from SPPP, IHE and law drafting departments.
We will review the existing road laws and be informed by trials and evaluations of other jurisdictions on emeTrgiR6 ng tr-a Rnsopoartd tes LawchnologiRees, ivncieluwdin g the use of personal light electric vehicles and computer assisted vehicles and traffic management systems. New legislation will be in place by 2027.
The Government of Jersey will:
AssReumviptewions the leg al framework for Jersey’s highways to ensure they are fit to
safelSy euffincabielnet lolewgi-sclataribove ndevel, sustaopmeinablnet aannd md draftoderinng trcapavel andacity re tmraainsnpos artvai. lable
The overall aim of this project is to create a new Roads Law structure that will enable the effective management of the operation of the transport infrastructure for the present and into the future.
The Road Law review will consider ways to facilitate carbon neutrality in Jersey by introducing measures to enable safe walking and cycling and the use of other ultra-low and zero emission vehicles referred to in the Framework for a Sustainable Transport System 2020-2030.
Themes within the review which relate to decarbonisation
Theme 1 – Road Authority Structure, Duties and Powers
• will need to take into account the various workstreams being progressed under the Sustainable Transport Policy, in particular the Road Safety Review and developing Road Safety Strategy and the ‘Mobility as a Service’ (MAAS) project using technology to integrate different transport modes into personal travel planning.
Theme 2 – Future Proofing
• will look to address the inadequacy of the existing legislation to deal with future needs and enable the accommodation of future technologies and modes of transport crucial to the delivery of the Sustainable Transport Policy and the Carbon Neutral Strategy
• a key purpose of the Law should therefore be to enable safer journeys whatever the mode of transport and provide the ability to share available space equitably between the various modes of transport.
Dependencies
• road user charging, as set out in strategic policy 3.
Delivery targets |
2022 |
2023 |
2024 |
2025 |
2026-2029 |
Policy development |
x |
x |
x |
|
|
Draft, finalise and approve legislation |
|
|
x |
x |
|
New legislation in place |
|
|
|
|
2026-27 |
Support for this work will be required from SPPP, IHE and law drafting departments.
TR7 - “Green” number plates for electric vehicles
The Government of Jersey will:
Ensure that, from the 1 January 2023, owners of electric vehicles have the option to display a number plate that features a green marker as a visible signifier of their contribution to tackling the climate emergency.
The green signifier may be extended to number plates for other types of zero emission vehicle in future.
SMART objectives
1. to provide the option of number plate with a green signifier for every newly registered electric vehicle from 2023.
Assumptions
• law drafting resource is available to make required changes to Orders.
Dependencies
• change to legislation to ensure the green plates could only be used for electric vehicles.
Delivery targets |
2022 |
2023 |
2024 |
2025 |
Necessary changes to secondary legislation |
x |
|
|
|
“Green” number plates available |
|
x |
|
|
Support for this work will be required from SPPP and IHE departments.
TR8 – Sustainable Transport Roadmap
The Government of Jersey will:
Complete the rapid plans required by the Sustainable Transport Policy and, drawing on these, publish a Sustainable Transport Roadmap in 2022 that:
• pulls together available evidence and views from Islanders and stakeholders,
• describes the long-term shifts needed to achieve the States Assembly’s vision that, ‘by 2030, our transport system will make our everyday lives better, support businesses, encourage us and our children to be healthier and make our Island greener’,
• identifies new funding streams to support investment in new sustainable transport infrastructure,
• provides a clear programme of delivery.
Sustainable Transport, as defined in the Sustainable Transport Policy, is:
‘A transport system that promotes wellbeing needs to incorporate strong, well-connected neighbourhoods and places, and safe, attractive infrastructure and public transport that makes walking, cycling and taking the bus the obvious choices on a small Island.’
A Second Interim Report on the Sustainable Transport Policy[4] (STP) was published alongside the draft Carbon Neutral Roadmap in December 2021. It provided an update on progress in each area of the STP since the first interim report, issued in November 2020.
Delivery targets |
2021 |
2022 |
2024 |
2025 |
Sustainable Transport Policy Update published |
Dec 2021 |
|
|
|
Sustainable Transport Roadmap published |
|
X |
|
|
Support for this work will be required from SPPP and IHE departments.
Figure 25: Illustration of different elements of Sustainable Transport work stream.
TR9 – Bus service development trials
The Government of Jersey will:
Implement a programme of bus service development trials 2022-2024.
The trials will be informed by work on the Bus Service Development Plan, which is required by the Sustainable Transport Policy[5] (STP) and will be published in 2022.
That Plan will provide a blueprint for a more comprehensive, accessible and decarbonised public transport system for the Island, which will be reflected in the re-commissioning of the Public Bus Service in 2024.
The programme of trials will be designed in conjunction with Liberty Bus and based on existing insights into why people in Jersey do and do not choose to take the bus. Where necessary, trials will be given effect as contract variations, and may include:
Increased frequency services on some routes
Bus service frequency of under 30 minutes are categorised as ‘turn up and go’ services that provide a viable alternative to motor vehicle travel. Data will be collected on services that currently operate at a frequency of 30 minutes or more, with feasibility studies carried out to identify the level of unmet demand for increased frequency service in order to target trials to areas with the greatest potential for developing a bus culture.
Demand modelling based on population and trip attractors (such as places of work, leisure, shopping and tourism) will be undertaken to establish exis