Light Rail – an existing zero emission choice Light rail schemes can be transformational for highly populated areas bringing societal, economic, and environmental benefits to our cities by connecting communities to jobs, hospitals, and leisure activities. There are currently eight electric-powered light rail systems in England, encouraging greater use of public transport, further reducing total carbon emissions, and Between 2010 and 2018, passenger journeys on Greater Manchester Metrolink increased by 128 per cent. Over the same period, they increased by 94 per cent on Nottingham Express Transit (NET). Investments in NET formed part of a wider package to reduce private car activity and encourage public transport use; traffic volumes in Nottingham grew by 30% less than the England average. As we look to build back greener, Light Rail has the potential to be an environmentally sound local transport solution in its own ght. West Yorkshire’s Mass Transit Visi on181 ights the potential for attracting inward investment and growth through providing access to previously underdeveloped or less Recognising the importance of light rail, now and in the future, the government has provided more than £200 million of revenue support since April 2020 to Light Rail networks through the Revenue Grant and Restart Grant support schemes. funding has ensured that light rail services continued to run throughout the pandemic, enabling essential journeys such as those made by NHS staff and other key workers. In 2019, the government conducted a call for evidence on how to better use and implement light rail and other rapid transit solutions in cities and towns. The Department ncorporating insight and analysis from the Call for Evidence to inform future policy. Up to £900m GVA supported in 2040* Up to 5,100 jobs in 2040*183 Throughout the 2020s, we will seek to identify additional measures to maximise GHG savings from the use of low carbon fuels and increasingly encourage uptake in sectors where they will be required in the long term, including aviation and maritime. We will amend the Renewable Transport Fuel Obligation (RTFO) to increase the main target in the period up to 2032 We will develop a strategy for low carbon fuels, from now until 2050, to set a clear vision for the sector

Part 2: The plan in commitments, actions, and timings Low carbon liquid and gaseous fuels – predominantly biofuels deployed in road transport – deliver about a third of all domestic transport carbon savings under current carbon 184 Our overall strategy is to deploy low carbon fuels across the transport sector in a way that achieves maximum greenhouse gas savings. The availability of sustainable raw materials for low carbon fuels is however limited, with increasing demands from other sectors. It is therefore important to prioritise the use of low carbon fuels for modes with limited alternatives to liquid and gaseous fuels, such as aviation. To be genuinely “net zero”, the use of most low carbon fuels will need to be combined with carbon capture and storage. Their limited air quality benefits (when used in internal combustion engines) also need to be considered. In the short term, low carbon fuels will continue to be an available and flexible resource to deliver immediate emissions savings in all road vehicles. The medium-term need is expected to shift to long-haul HGVs in the road sector with increasing demand also from aviation and maritime which are likely to need the largest proportion of low carbon liquid or gaseous fuel in the longer term. Sustainable low carbon fuels offer major industrial benefits. Given the location of many UK production plants and the economic benefits they can provide, this industry is well-suited to support efforts to reduce regional disparities. There is a genuine strategic opportunity for the UK to be a global leader in low carbon fuel production, including SAF and renewable hydrogen. Our ambitious policy will encourage technology and infrastructure developments, expansion of existing plants and the building of

Maximising the benefits of sustainable low carbon fuels Supporting the UK’s low carbon fuels market and industry Since 2008, our Renewable Transport Fuel Obligation (RTFO) has incentivised the supply of low carbon fuels for road vehicles and non-road machinery with a mandate that creates demand and compensates for their higher production costs compared with fossil equivalents. We have led the way to ensure our measures are governed by strict sustainability criteria, discourage supply of fuels that do not offer significant GHG savings compared to fossil fuels and avoid uptake of low carbon fuels beyond sustainable levels. The RTFO sets an annual obligation on fuel suppliers to supply a certain share of renewable fuels – with the overall target currently set to increase from 10.1% of total transport fuel in 2021 to 12.4% in 2032 and then remaining at that level. Increasing RTFO targets can help achieve higher carbon savings, provided they are met with genuinely sustainable fuels. A particular concern is that the production of biofuels can lead to direct or indirect land use change such as deforestation. Targets therefore need to be set carefully, with appropriate enabling measures to deliver genuine GHG savings and address constraints around sustainability Our plans to deliver the necessary emissions We will increase the main Renewable Transport Fuels Alongside this document, we have published the government response to a recent consultation, setting out our plan to increase the RTFO main obligation by five percentage points, increasing it from 9.6 per cent in 2021 to 14.6 per cent in 2032. estimated to achieve additional carbon savings of up to 20.8 2e over this period.188 We have committed to implement other proposals set out in that consultation, including updating the sustainability criteria; making recycled carbon fuels (RCFs) produced from waste materials eligible for incentives; and extending support to renewable fuels of non-biological origin (RFNBOs) used in maritime, rail and non-road mobile machinery. The ‘development fuels’ sub-target, which incentivises specific fuels of strategic importance, is already set to increase from 0.5 per cent in 2021 to 2.8 per cent by 2032.
We will review this target as part of the statutory RTFO review due to

Part 2: The plan in commitments, actions, and timings We will introduce petrol with up to 10 per cent ethanol (E10) as standard petrol in September 2021 On 25 February we announced that E10 would become the standard petrol. E10 can reduce GHG emissions from a standard petrol car by around 2 per cent. Combined with the RTFO target increase above, this could result in additional carbon savings 2e per year, equivalent to removing 350,000 additional vehicles from our roads.189 Introducing E10 will provide a significant boost to the UK ethanol industry and farmers, predominantly based in the north-east of England where it will secure jobs and encourage further investment. In cooperation with stakeholders, we will review the role of fuels with higher biocontent starting this year and explore potential measures to remove existing market barriers for use in certain compatible vehicles Achieving higher carbon savings from low carbon fuels in the short to medium term depends on the supply and uptake of drop-in fuels and higher blend biofuels for compatible vehicles. The RTFO already provides basic support for any biofuel, irrespective of what level it is blended with fossil fuels, as well as additional incentives for drop-in fuels. However, further measures might be needed to make use of opportunities to increase the use of higher blends and drop-in fuels, such as those discussed in a recent study on use in heavy duty road vehicles. We will seek to maximise the use of low carbon fuel in aviation and maritime as detailed in other relevant commitments elsewhere in this plan

Maximising the benefits of sustainable low carbon fuels As highlighted in the relevant sections, measures to promote low carbon fuels are being considered for aviation and maritime, where there is likely to be a market for as much sustainable low carbon fuel as can be produced and used in the UK well past 2050. We will explore how cross-modal policies, including the RTFO, can continue to support this process and determine measures to increase sustainable supply of these specialised fuels. The increased use depends on the rapid development of new advanced low carbon fuels, predominantly from waste We will develop a strategy for low carbon fuels, from now until 2050, to set a clear signal about the government’s We will work with stakeholders to develop a longer-term strategy for low carbon fuels, reflecting the opportunity to evolve the UK industry to meet decarbonisation challenges across transport sectors. We will start engagement on this strategy this year to develop a common understanding of the transition ahead, its opportunities and risks, and identify what additional policy measures may be required to encourage uptake and use across transport modes to 2050. This will be published in 2022. The strategy will also look at how carbon savings from low carbon fuels could be maximised in a sustainable manner while making the most of new fuels and technologies. The carbon savings delivered in practice will depend on a range of factors, including the rate of road vehicle electrification and how supply and demand for different low carbon fuels may change over time. The strategy will set out the likely transition from road to other transport sectors, the size of the opportunity for UK industry, the ways in which this transition could be supported, and interactions with other sectors such as heat and chemicals. Part 2: The plan in commitments, actions, and timings Advanced Biofuels Demonstration Competition Launched in 2014, the Advanced Biofuels Demonstration Competition (ABDC) was created with the aim of supporting innovative projects that turn low value wastes into high value fuels. The ABDC successfully supported the construction of two cutting edge plants in the Nova Pangaea Technologies in Teesside, awarded £4.5 million for demonstrating their forestry wastes to ethanol process; and Advanced Biofuels Solutions in Swindon, which received £11 million for a first-of-a-kind waste gasification plant. This support has proved crucial as the projects embark on the next stages of their commercial development and contribute to Fuels that can provide GHG savings compared to fossil fuels on a life-cycle basis under the RTFO. considered to be able to deliver ls made from biomass and renewable electricity

this year to establish the UK’s

Part 2: The plan in commitments, actions, and timings Hydrogen is a key strategic component to fully decarbonising the UK’s economy. The UK has strengths and expertise along the hydrogen value chain, particularly though our science and innovation ecosystems, supported by a long history of gas technology development and an integrated national network. We are well positioned to lead on the production of green hydrogen with significant technical expertise in electrolysers from world leading companies such as ITM Power, and the potential to generate significant quantities of renewable energy from offshore wind. We are home to world leading fuel cell powertrain companies such as Ceres Power and Arcola, and parts suppliers such as Johnson Matthey. Our unparalleled access to carbon capture and storage sites is an enabler for the production of blue hydrogen. In transport, our focus is on the use of genuinely ‘green’ hydrogen, maximising its opportunities so that it can play a full part in our renewable energy system. Use of renewable hydrogen is already incentivised under the RTFO. Hydrogen is likely to be most effective in transport in areas ‘that batteries cannot reach’, where energy density requirements or duty cycles, weight and volume restrictions and refuelling times make it the most suitable Our dedicated R&D funding and support is now focussed on rail, maritime, aviation and heavy road sectors where there is not yet a proven ‘winning’ technology, where hydrogen offers in-use advantages and the largest global market potential.
We want to maximise its potential alongside electrification on The UK Government will publish an overarching hydrogen strategy in summer 2021, which will focus on the increased production of hydrogen and use across the economy, Progressing the UK’s hydrogen economy means rapidly expanding our existing expertise, and infrastructure to create a critical mass and overcoming barriers to production and use. There are areas across the UK with access to the necessary skills base, a range of potential customers (industrial, domestic, transport), as well as ready access to renewable electricity

Hydrogen’s role in a decarbonised transport system Hydrogen transport hubs unite transport with industry and energy sectors and can be used to drive local industrial strategies, levelling- up, and local benefits. They accelerate technology development, test at scale providing better understanding of operational costs, and enable the benefits to be felt by users sooner. We will invest £3 million in 2021 to establish the UK’s first multi-modal hydrogen transport hub in Tees Valley Our first hub launched last year in Tees Valley and has £3 million of funding this year to enable hydrogen for transport to develop alongside its application in the industrial, energy and other sectors. The hub is bringing together government, industry, and academia to focus our future hydrogen research and development, real world testing and demonstrations. A hub masterplan has identified options in the Tees Valley, as well as providing a blueprint for the creation of hubs in other The funding will kick-start activity across the region, supporting collaborative R&D pilot projects and pop-up trials that demonstrate hydrogen technology solutions across transport modes and forge new industry and academic partnerships. Part 2: The plan in commitments, actions, and timings The Holyhead Hydrogen Hub aims to build a pilot hydrogen plant to support the decarbonisation of the heavy goods vehicle and maritime markets on the Isle of Anglesey (Ynys Môn). The emerging design for the pilot plant aims for an initial capability to produce 400kg of hydrogen per day. Over the medium-term, the project intends to scale up and expand into electrolytic (‘green’) hydrogen production. The region’s favourable natural and physical resource endowments and position as a cross-border multi- modal transport corridor mean it is well-placed to test, develop and apply this strategically important net zero technology. The proposal speaks to the UK Government’s intention to explore how hydrogen can play a key role in decarbonising a range of sectors and it will provide £4.8 million, subject to business case and other relevant approvals, to support the construction of the pilot project. The project, led by a local development agency, Menter Môn, has received additional development funding from

Future transport – more choice, better efficiency We will explore the introduction of a new sustainable travel reward scheme supported by businesses, community organisations and charities authorities to support shared car ownership and shared occupancy Co-beneﬁ

Part 2: The plan in commitments, actions, and timings Embracing new technology, shared mobility and using data to drive Zero emission technology will help deliver net zero and offers some early opportunities to deliver a lower carbon, better, transport system in parallel. Technology is already driving radical changes in transport, with profound implications for users and businesses from digital connectivity, artificial intelligence, automation, and data innovation. By better understanding people’s different needs and preferences, including motivations for, and barriers to, using these technologies, we can encourage changes in behaviours and more sustainable travel to increase the pace Our Future of Transport programme fosters the development and deployment of technology, ensuring the benefits are spread 194 It targets emissions cuts from new and existing mobility services and encourages modal shift. Innovation to reduce emissions is not limited to technology. Actions taken by businesses and other organisations to make journeys more efficient, such as organising car sharing, are not the product of recent advances in technology. We want to harness and share the best ideas, provide clear data on the carbon emissions, and remove any barriers preventing organisations from reducing their emissions. The commitments in this section can help deliver all the co-benefits set out in the plan. They can also directly help tackle congestion by supporting fewer overall car and other vehicle trips, supporting better

Future transport – more choice, better efficiency Shared mobility services can decarbonise and decongest our transport network, offer an alternative to traditional mass transit, and provide new forms of transport for the first and last mile connecting to public transport. This includes formal and informal sharing or access to a • Back to base and one-way car (also known as car-sharing) where electronic systems are used to provide customers unattended access to cars for short- term rental, often by the hour. • Peer-to-peer where privately-owned vehicles are mediated through an app to organise the booking, allowing individuals to rent out their private cars on a This includes the formal and informal sharing of rides in privately owned vehicles between unlicensed drivers and passengers who share a common or similar route. Examples of business models • Ridesharing/lift sharing (with known people): the co-ordinated matching up of rides between travellers. The driver offers a ride and is only recompensed the equivalent expenditure for that journey • Ride-pooling (with unknown people): services where users book a ride, usually through an app or digital platform, which they are prepared to share with

The Transport for West Midlands £20 million Future Transport Zone is testing a range of innovative mobility services in real-life environments at scale. As part of the trials, the ‘West Midlands Bus on Demand’ service began operation in April. Through this service, consumers can book a ride in the West Midlands On Demand app by inserting a pick-up and drop-off location. Consumers are then matched with other passengers heading in the same direction.
It is operating in the surrounding areas of the University of Warwick, including Kenilworth, Warwick Parkway, Leamington Spa and the Wellesbourne campus, and is aimed as those who commute to the University Campus but are not near to a bus stop. We will take action to increase average road Increasing road vehicle occupancy can significantly reduce carbon emissions as well as directly help tackle congestion when it displaces otherwise additional road vehicle journeys. Data from the 2019 National Travel Survey shows that the average occupancy rate is 1.55 across cars and vans, and when looking at commuting trips, this rate is only 1.14. In England, 62 per cent of trips are taken by lone drivers, which has been stable since 2002. Most commuting trips by car are taken by lone drivers. Increasing the occupancy rate is not straightforward but has the potential for very significant carbon savings. For instance, increasing car occupancy from 1.55 to 1.7 could save nearly 3Mt of carbon a year by 2030 – roughly equivalent to that currently emitted from all buses in a year. An increase to 1.6 could save nearly 1Mt a year by 2030. Increasing average commuting car occupancy by 10 per cent could save as much carbon as doubling passenger rail use. Recognising that not all commuter journeys will be switchable to public or active transport, new tools and online platforms offer the opportunity for a step change in We will integrate measures to encourage shared occupancy within the commitments outlined below. We are continuing to build our evidence base to understand the barriers and potential policies to increase the uptake of shared mobility and will work with industry and local authorities to understand where further action can be taken. Future transport – more choice, better efficiency We will publish guidance for local authorities on support for shared car ownership and shared occupancy Guidance will benefit both local authorities and industry by enabling the sharing of best practice, evidence, and evaluation of different schemes. Local authorities will be able to pool resources, particularly regarding the evidence base supporting local decision making about the provision of car club infrastructure. It will provide examples of best practice of the use of car clubs and ride sharing within local authority fleets and will be published within our Local Authority Tool Kit as set out in the section on ‘Delivering decarbonisation through places’. Enterprise car club partnership with Highlands Council In 2018, the Highland Council in northern Scotland developed a partnership with Enterprise which aimed at providing council employees with access to Enterprise car club and pool car rental vehicles in order to reduce the number of journeys that they travelled in private cars. Since the partnership began, Enterprise car club and pool car rental has contributed to an estimated 649 Scottish highlands by transferring grey fleet mileage onto their fleet of hybrid and electric vehicles. This fleet of 60 vehicles is located across 21 highland council offices, and the majority of vehicles are plug-in hybrids which are available to book by the hour or by the day by employees who would previously use a personal car. Along with the 37% reduction in carbon emissions since 2018, there has also been a 28% drop in business mileage and a reduction in business travel costs of over £900,000. Part 2: The plan in commitments, actions, and timings We will support car clubs to go fully zero emission As car club fleets tend to contain newer vehicles, they can lead the transition to zero emission vehicles. Successful car clubs with zero emission vehicles could support users to choose zero emissions should they buy a vehicle in the future. The Office for Zero Emission Vehicles (OZEV) will continue to provide a platform for discussion with local authorities and industry to encourage the sharing of information and learning. Best practice and lessons learned will be fed into the Beyond shared mobility, we are starting to see the emergence of new business models, which have the potential to make lower We will consult on a Mobility as a Service Code of Practice Mobility as a Service (MaaS) is the integration of different forms of transport with information and payment functions into a single mobility service. These platforms can make mass transit and active journeys more convenient for people through streamlining planning and payment. A new Code of Practice will signal the UK’s intent for MaaS to shape the transport outcomes we want. To help consumers choose lower carbon journeys, this guidance will look to encourage inclusion of carbon data for each route offered. We will use national e-scooter trials to understand their environmental impact, safety, and mode shift potential to evaluate whether they should be legalised Since July 2020, e-scooter trials have launched in 32 regions across England . Evaluation is underway and a key area of focus will be on the nature of mode shift e-scooters achieve. This will help us to understand the potential impact on transport emissions and air quality. 900 Cambridge and Peterborough

Part 2: The plan in commitments, actions, and timings The UK is a world leader in open data and the sector can thrive through decarbonisation. Data is the foundation for designing effective policy interventions that support the decarbonisation of the transport system. Better data can provide new policy and operational insights, drive new products and services and ‘nudge’ people towards We will reduce the barriers to data sharing across For the benefits of data to be unlocked, data needs to be shared. That is why we have been working closely with the transport sector in developing a Transport Data Strategy (TDS) to help overcome the barriers to data sharing and use, improving the discoverability, accessibility and quality of data. In the recent consultation to improve the consumer experience at public chargepoints, we proposed opening public electric vehicle chargepoint data, to help consumers locate chargepoints, understand whether they are in use and promote greater choice when deciding where to charge.
Accessibility and availability of this data will not only provide consumers with better information to encourage the shift to zero emission vehicles but will also support local authorities and distribution network operators to identify where installation is required. This consultation closed on 10 April, with regulations expected in the second half of 2021. We will look to support the growth of the UK transport data industry and continue to fund innovation projects and support their effective deployment and implementation. Bus operators are now legally required to openly publish passenger information, including timetables, fares and location data to the Bus Open Data Service through the Public Service Vehicles Open Data Regulations 2020. Data consumers can access these data, without restrictions on use or disclosure, to create journey planning applications, products and services to enable passengers to easily plan journeys, find best value tickets and receive real time service updates offering seamless journeys on the public transit network regardless of where they live, work or travel. Future transport – more choice, better efficiency We have launched a new annual statistical release and guidance about transport’s impact on the environment and support its use by third parties We recently published a new annual statistical release drawing together various data sources on transport’s impact on the environment and guidance explaining the detail of estimating greenhouse gas emissions for different modes and journeys. We encourage third parties to use our methodology. Data consumers can use these data, without restrictions on use or disclosure, for journey planning applications, products and services enabling users to plan green journeys. This publication features transport environment statistics in a clear and transparent way, presenting cross-modal comparisons and focusing on metrics for future monitoring. These statistics will help transport users understand how the emissions from their journeys

Part 2: The plan in commitments, actions, and timings The West Midlands has invested heavily in the passenger information it offers to citizens. Transport for West Midlands (TfWM) is one of the UK’s largest transport authorities. The authority is responsible for a region encompassing the cities of Birmingham, Wolverhampton, and Coventry, with a population of 2.9 million people and delivers 326 million passenger journeys a year. To improve customer experience and increase public transport usage, TfWM has invested significantly in the provision of accurate passenger information. Timetable and location data for bus, tram and rail needs to be delivered to journey planning applications, websites and third-party developers, to 1,800 real-time information displays at bus and tram stops and rail stations, alongside multi-operator printed timetables and mapping at all 12,200 bus To increase the coverage of real-time information, TfWM has invested to ensure that smaller operators are able to openly provide location data feeds. This location data from the individual buses is then aggregated and transformed into reliable arrival time predictions data as a single feed or single source of truth which is then made available through a range of passenger facing applications such as Google Maps, Apple Maps and Citymapper, and at stops and stations through digital signage. TfWM is working with bus operators to bring all bus operator information into a single app for

Future transport – more choice, better efficiency Encouraging lower carbon choices Public perceptions and attitudes need to be built into the heart of transport to deliver options that meet people’s needs and encourage more sustainable travel choices. By doing this we can promote a shift in behaviour and change how transport We will explore the introduction of a new sustainable travel reward scheme supported by businesses, community We will explore the feasibility of a travel reward scheme that utilises peer-driven motivation and encourages individuals to switch to, or continue to use, sustainable modes of travel. We are currently undertaking research in the area and aim to set out plans for piloting next year, before potentially bringing the The scheme will look to champion both technological innovation and behavioural science, working with businesses to encourage the public to make use of existing transport infrastructure and services. Through app-based software, transport users would receive points for journeys made using sustainable modes of transport, collaborating with friends, peers, and colleagues to earn rewards as a collective. Once a group has met their points target, individuals in the group can choose from a wide range of rewards provided by private sector partners including goods and discounts from national and local retailers and service providers. Part 2: The plan in commitments, actions, and timings Encouraging sustainable travel203 know others are switching too. to interventions like low traffc neighbourhoods and group cycle training could enable people to enjoy benefts beyond the environment. e will support transport providers to develop communications campaigns that encourage mode-switch and sustainable transport behaviours

Future transport – more choice, better efficiency Working alongside transport providers, we will look to influence more sustainable travel behaviours by providing advice and guidance on the messages that are most effective in driving behaviour change towards use of sustainable transport. Research suggests the most persuasive factor in transport mode-switch decisions are stories of others who have made similar switches. This work will explore the narratives and messaging that are most effective in encouraging the use of public transport and sustainable travel in a post-COVID 19 world. e will encourage and support UK businesses to lead the way in taking action to reduce emissions from their employees’ travel journeys through “Commute Zero” Commuting accounts for around one in five car journeys in the UK, with vehicle occupancy 26% lower than for car journeys 205 If we could reduce single occupancy commuting journeys by 10%, this could have the potential to save 500,000 To help support this, we will work with large employers in the public and private sectors on measuring and reporting on their total and average commuting emissions.
This will build on the current consultation on strengthening the Energy Savings 207 which runs to 28 September, and proposes to develop a methodology to reduce carbon emissions from staff commuting as part of the option to add a net zero element to energy audits by all large UK businesses. We will also bring Ministers and the UK’s biggest employers together to This will lead to a Commute Zero programme which will convene and work with leading companies and large employers to research, support and encourage long-term changes to employee travel habits and support the take-up of lower carbon commuting, such as public and active transport, and car- sharing initiatives, including a pilot commuter census survey and

Part 2: The plan in commitments, actions, and timings Liftshare is a social enterprise that has worked with over 700 of the UK’s largest employers to reduce the number of single occupancy vehicles on our roads. With an online community of over 1 million members, it is estimated that Liftshare members have saved over 1 billion car miles by sharing which provides special parking and other incentives for ridesharers at its Hertfordshire headquarters. A third of the site's staff now share their car commute, reducing the number of cars driving there by 700 a day. Liftshare recently launched a sister brand – Mobilityways – with a renewed mission to make Zero Carbon Commuting a reality. Mobilityways provides software tools to make it simple for employers to evidence, track, plan and reduce their commuter emissions. The innovation underpinning it is ACEL first ratings system to provide organisations a simple way to benchmark and understand their Average Commuter Emissions Level. Future transport – more choice, better efficiency Climate Change Committee (CCC) analysis indicates that 59 per cent of emissions reductions to reach net zero will involve some form of societal behaviour 209 Behavioural science is important in encouraging people to make more sustainable choices and to align policy with In July 2020, the DfT commissioned deliberative research to understand the complexities and drivers of current and sustainable travel behaviour, the impact of COVID-19 and what interventions will encourage people to travel more behaviour change was used to analyse This research has revealed multiple opportunities to change travel behaviour, but that travel decisions are driven primarily by convenience and cost, not environmental concerns. This means to be competitive with the car, public and active travel options must be easy, accessible, reliable, and affordable. What did our deliberative research find? To make people feel capable of • Try before you buy schemes (e.g. for new modes of transport like e-cycles) create the understanding and ability needed to use alternatives. Try before you buy lowers the cost barriers to entry and prompts action by allowing people to test whether alternatives suit them and their lifestyles before making any long-term • Linking environmental impact and travel choices more explicitly, such as through journey planning apps that include carbon emissions information for different modes of transport, could be a good first step towards people considering sustainable transport options in the future. provide opportunity for adual transition to more sustainable modes over a number of years was felt by participants to be more realistic, both in terms of enabling the relevant infrastructure to be updated and developed and in terms of their own behaviour, allowing them to plan and prepare for changes to their • Addressing negative perceptions of cycling and cyclists and broadening by making cycling more accessible and aspirational to a wider group of people, would help to break down current social barriers to uptake. • Increasing the visibility of electric vehicle (EV) infrastructure to make them appear more widespread, such as through green number plates, and visible charging infrastructure, clearly signposts to the public that this technology is ready for • Address the safety concerns of cycling and make it feel safer for a wider group of people by ensuring that cycle lanes are continuous, well-lit, and • Focus on leisure journeys as a first step, including introducing cost incentives, as these behaviours are far less habitual and less entrenched, allowing people to try alternatives when decisions can be more considered and less time pressured. • Highlight the social and community benefits that accompany decarbonisation initiatives, such as Low Traffic Neighbourhoods’ (LTNs) role in enabling safe spaces for children to play. This appeals to a wider set of motivations and

Part 2: The plan in commitments, actions, and timings Alongside the core research, a broad sample of 11–18 year-olds were engaged with to understand their travel experiences, their attitudes towards the environment and how transport factors into this. The research found that the environment was more top of mind in this age group compared to older age groups, and that they were surprised to learn how much transport contributed to carbon emissions. This made them feel it was important for individuals to take responsibility and to travel more sustainably. When thinking about future transport, young people became excited about new technologies and the possibilities these will bring. e will identify specific opportunities for decarbonisation through innovation in rural areas in the upcoming Future of While some technological change in transport is happening first and fastest in urban areas, there are different opportunities in rural areas that require different solutions. DfT research found that people living in rural areas were less receptive to exploring non-car travel modes due to having limited alternatives. The Future of Rural Strategy will focus on enabling technologies that could help improve mobility in rural areas while reducing car dependency. There could be a significant role for

Future transport – more choice, better efficiency In 2020, Midlands Connect produced a ‘Rural Mobility Toolkit’. The toolkit provides a framework for discussions with local communities around how transport innovation, such as ride sharing, mobility hubs and automated vehicles can meet their community mobility needs, while addressing broader concerns such as decarbonisation.
e will help build a skilled workforce for For the UK to become a world leader in shaping the future of transport, it is imperative that the UK has a workforce capable of developing, procuring, implementing and operating (and scaling up) mobility solutions in a manner that maximises the acceptance and benefits derived from them. As noted in the Prime Minister’s Ten Point Plan for a Green Industrial Revolution last year, we will create hundreds of thousands of new jobs by investing in pioneering British industries and ensuring a skilled workforce is in To ensure we have the skilled workforce to deliver net zero and our Ten Point Plan, we launched the Green Jobs Taskforce in November 2020, working with business, skills providers, and unions, to help us develop plans for new long-term good quality, green jobs by 2030 and advise what support is needed for people in transitioning industries. The Green Jobs Taskforce will focus on a wide range of challenges in delivering skilled workers for the UK’s transition to net zero • Ensuring we have the immediate skills needed for building back greener; • D eveloping a long-term plan that charts out the skills needed to help deliver a net • Ensuring good quality green jobs and a • Supporting workers in high carbon he taskforce concluded its work this spring and will feed into the Net Zero Strategy being

Part 2: The plan in commitments, actions, and timings Government is already working to ensure people can access the skills they need for the jobs of the future, including through our Apprenticeships, Skills Bootcamps, Traineeships, T-Levels, and the forthcoming National Skills Fund – to help us grow future talent pipelines and deliver the skilled individuals we will need. The Lifetime Skills Guarantee will help people train and retrain at any stage of their lives and so develop the skills most valued by employers. With help from the Green Jobs Taskforce, we will ensure that these programmes can be directed to support net zero, and to identify where the evidence tells us we might need to go further or faster. Starting this year, we are providing £2.5 billion for a new National Skills Fund (NSF). The NSF aims to fund the skills needed for the economy of the future and help people retrain and upskill into better more productive jobs, including those opportunities provided by the green

We'll use R&D to build on the world leading expertise of UK business exports and create hundreds of thousands of high quality jobs Government has committed to increasing 2027 , making it central to a green recovery Our Areas of Research Interest (ARIs) will set out transport’s core science, research and innovation priorities and needs over the coming years. We will also publish our new DfT Science Plan by Summer 2021

Part 2: The plan in commitments, actions, and timings Decarbonisation of the transport system is a complex, interdisciplinary problem with technologies at different stages of development and market readiness. Successful deployment of solutions is shaped by lifecycles, behaviour Global innovation and R&D are the keys to achieving our decarbonisation goals by ensuring there is a pipeline of solutions and the continuous development of new ideas. These will help us accelerate change by unlocking new green technologies, cutting the overall cost of decarbonisation, delivering system level efficiencies, and helping us deliver the levels of social and behavioural transformation needed. Government has committed to increasing total R&D investment to 2.4% of GDP by 2027 and signalled that R&D is central to a green recovery and the transition to net zero. the UK remains the best and leading place in the world for scientists, researchers and entrepreneurs to innovate and through government’s vision for R&D will cement Britain’s reputation as a In transport, we use R&D to build on our expertise to maximise opportunities for growth, new exports and create hundreds of thousands of high-quality jobs. R&D will inform future policy and investment decisions and help us scale-up and transfer solutions to other parts of the UK and sectors of the economy. The complexity of net zero requires a joined-up and coordinated government R&D portfolio delivering solutions for the system as a whole, as well as the evidence needed to inform decisions to deliver significant carbon reductions year on year. R&D cannot operate successfully in a silo, so it is critical that we engage with others who intersect and sometimes overlap with our transport decarbonisation agenda. For example, we are using our space applications and expertise to support decarbonisation. This includes using satellites to monitor the environment and enable connected and autonomous vehicles, and transformational technologies enabling lower emission flight using thermal management. Some also help tackle climate change beyond their uses in space, such as the development of battery cooling systems for electric vehicles, facilitating faster charging times, longer battery life and extended range. Supporting UK research and development as a decarbonisation enabler e will coordinate transport’s investment in R&D, collaborating with key stakeholders through our Transport Research and Innovation Board (TRIB) Government's current investment in transport decarbonisation R&D exceeds £1.5 billion. Continued strategic coordination of investment in R&D will remain critical to realising our decarbonisation ambitions. We will work closely with UK Research and Innovation (UKRI) and other research and innovation funders to deliver joint programmes ensuring the academic, SME and innovation community are aware of our challenges and can work with us, our stakeholders and TRIB coordinates innovation and R&D in transport building on our close working relationships within the R&D sector, including EPSRC, ESRC and Innovate UK, the Royal Academy of Engineering, Royal Society and Professional Engineering Institutions, such as the IET, the ATI and University Our Transport Research and Innovation Board (TRIB) brings together the leaders of major R&D funders in the transport sector including from DfT’s Arm’s Length Bodies, to provide strategic coordination to transport R&D, ensuring that activities and investments are aligned with R&D priorities in transport and coordinated across the sector.
TRIB will help identify, prioritise and coordinate the delivery of R&D across organisations and transport modes and support the developing, testing and scaling of transport solutions through demonstrator projects and living labs. Understanding our future integrated energy system is crucial to be sure that the energy vectors and fuels needed to decarbonise transport modes are available where needed, at the scale required, are ‘genuinely’ green, from a resilient supply and are available at a cost transport can reasonably bear. Much of this is coordinated through the Net Zero Innovation Board, Hydrogen Advisory Council, and pan-government R&D Board on which the Department’s Chief Scientific Adviser sits. Part 2: The plan in commitments, actions, and timings Current public investment in R&D for Assessment undertaken by the Transport Research and Innovation Board (TRIB) Reducing carbon in a global economy Decarbonising how we get our goods Decarbonisation of road vehicles UK as a hub for green transport,

Supporting UK research and development as a decarbonisation enabler Focussing and prioritising our R&D investments We commissioned Mott MacDonald to consider what technology R&D needs to take place to reduce and remove direct emissions from the UK’s domestic transport sector by 2050. They produced seven roadmaps considering future progress of candidate technologies and recommended research and innovation interventions needed over the next five to ten years. Their analysis for each mode in regard to technological progress is These roadmaps demonstrate that R&D needs to be prioritised around those transport modes where there are currently no clear technology or deployment pathways. This is particularly the case for hard to decarbonise heavier modes across HGVs, aviation and maritime. These are the areas where we are committing critical R&D seed funding over the next year, initiatives which will set the course to deliver longer-term solutions. e will update our Areas of Research Interest (ARIs) and publish our new DfT Science Plan by summer 2021 Our updated ARIs sets out the Department for Transport’s research and evidence needs over the coming years to academia, industry and other funders of research and 222 Decarbonisation is one of the largest themes within the ARIs. The Science Plan sets how we will engage and catalyse activity in the research base, support innovation from concept through to commercialisation, as well as the supporting governance and plans to deliver it. Part 2: The plan in commitments, actions, and timings Delivering the transition to zero emission transport requires major investments in every mode. As set out in this plan, this government has and will continue to invest billions of pounds to deliver the emissions reductions required. However, at every stage, this needs to be combined with green private finance, building on the world leading expertise of UK businesses to both effectively drive the transition and allow those businesses to fully grasp the opportunities from decarbonisation. Across transport, there are already huge private investments taking place from EV chargepoints to zero emission flight. We have clear plans to bolster this through strategic public funding in transport innovation to trial and deploy new technologies that galvanise private sector investment, such as through investing £3 million in the Tees Valley Hydrogen Transport Hub, £20 million in trials of zero emission heavy goods vehicles, and £20 million to support zero emission technology and infrastructure We also support the conditions for investment through removing barriers and reducing uncertainty. At the highest level, net zero and the plans set out in this document show a clear direction to zero emission travel, underpinned by clear targets in every area of transport. Since the announcement that from 2030 we will end the sale of new petrol and diesel cars and vans, and from 2035 all new cars and vans must be zero emission at the tailpipe, we have seen several major auto manufacturers bring forward new, earlier, zero emission intentions. We believe that this plan will help drive such announcements and associated investments across This is then complemented by tackling practical barriers, such as those affecting the rollout of the necessary charging infrastructure, as set out in the section on ‘A zero emission fleet of cars, vans, motorcycles and scooters’, in order to support major

This work is supported by the government’s wider green finance plans. One of core objectives of the new UK Infrastructure Bank, headquartered in Leeds with £22 billion of financial capacity, is to help tackle climate change. The government will also issue its first sovereign green bonds (or ‘green gilts’) and NS&I’s retail Green Savings Bonds under the Green Financing Framework 223 These financing instruments will help support projects that reduce emissions including in transport. The inaugural green gilt is expected to issue in September. The UK’s green taxonomy will provide common scientific definitions for environmentally sustainable economic activities, including transport. This will facilitate financing for low-carbon transport and ensure transparency regarding the impact of firms’ We will continue to work with organisations such as the Green Finance Institute, seed funded by the UK Government and the City of London Corporation, to build on this work, identify and remove barriers and ensure the optimal conditions for investments to deliver net zero transport. Views from the Green Finance The role of finance Whilst finance is critical, it is not the panacea. In an effective ecosystem, finance should not be the blocker to decarbonisation and for this reason, the Green Finance Institute has established the Coalition for the Decarbonisation of Road Transport, to bring together industry experts, policymakers and finance practitioners to identify and unlock the barriers to investment in decarbonising transport and co-create the solutions Achieving the goals of the Transport Decarbonisation Plan will require considerable investment from both the public and private sector. Whilst the investment required is vast, it is important to remember that it is not one singular quantum of money, but pragmatic pockets of investment targeted towards different segments of the transport sector, requiring different solutions and financial innovations.
There is consistent growth in demand for Environmental, Social and Governance investments from UK investors, wi th more than €2.2 trillion of UK assets under management today.224 Unlocking this commercial capital for green transport and infrastructure has to be a key focus when designing cohesive government policy. Early adoption of electric vehicles on UK roads has been strongly supported by government funding. Via mechanisms such as OZEV grants and Local Authority budgets to fund the rollout of charging infrastructure and to narrow the gap between the purchase price of electric vehicles and their ICE counterparts. As we approach price parity, the role of private sector finance will grow, and innovative financial mechanisms may be required to ensure all members of society can access clean, green transport. he Green Finance institute was established in 2019 as a direct response to a key policy recommendation made by the industry- led Green Finance Taskforce to the UK