Traffic & Transport
‘A long road ahead’: could community car-sharing help UK hit climate targets? | Travel and transport
In the aftermath of the Covid pandemic Miriam Stoate, a regenerative farmer from rural Leicestershire, noticed that too many people in her small village in England’s East Midlands were struggling to get around.
Although there were plenty of cars parked in Tilton, too often she found some of the village’s residents did not have access to one when they really needed it.
“Whether because of ill health, meaning they could no longer drive, or because at times there was a need for more than one vehicle per household, there was a problem,” said Stoate.
When the local community energy organisation Green Fox got in touch, Stoate and a group of volunteers decided to try something different. With funding from Motability and Harborough district council, they launched Tilton’s electric car club in 2023. For a monthly fee it gives residents access to two electric vehicles (EVs) that can be hired by the hour or by the day. It also provides local volunteer drivers so residents who can no longer drive can still use the service.
“It’s been great,” said Stoate. “You can see the difference it has made to the community, not just in getting people better access to viable transport, but also helping people get to know each other more … People who would not necessarily have met previously are now friends.”
The initiative in Tilton offers one small solution in a wider struggle, as the UK grapples with the challenges of creating a sustainable and affordable transport system fit for the 21st century.
While public transport provision in parts of the UK may be significantly better than in other countries, particularly the US, emissions remain stubborn. Transport is the UK’s largest source of carbon emissions, with surface transport responsible for about 25% of the annual total. Efforts to rein in emissions have failed to keep pace with other sectors, and faster progress is essential if the UK is to meet its carbon goals.
Experts say some elements of the transition to a sustainable transport sector are moving in the right direction. The crisis in the Middle East has helped accelerate the UK’s take-up of electric vehicles, with figures showing EV sales jumped 59% in April and now account for around a quarter of all car sales.
But they say more will need to be done to create sustainable and affordable ways to move around – and meet the UK’s climate targets.
Anna Krajinska, the UK director of the Transport and Environment group, says that, although EV sales are growing, there is a concerted attempt by industry lobbyists to water down the zero-emission vehicle (ZEV) mandate, which forces car manufacturers to sell an increasing percentage of zero-emission vehicles each year.
“We have already seen some weakening of the mandate with more plug-in vehicles being allowed, which have five times the emissions of electric vehicles,” she said.
Krajinska says it is crucial that that there is no more slippage on the EV mandate, which stipulates that all new cars sold by 2035 are EVs and that a similar decarbonisation plan be created for trucks and lorries.
“Unless we stick to the EV mandate, it will slow down the availability of affordable EVs and mean people will be locked into fossil-fuel vehicles and the volatile markets they depend on for years to come.”
Much of the focus of UK government policy has been on moving from carbon-intensive vehicles to EVs, improving public transport, and encouraging walking and cycling.
But Chris Hayes, chief economist at the Common Wealth thinktank, says trains and bus services in the UK have suffered from decades of underinvestment as the transport network was broken up and money was diverted to shareholders – resulting in poorer services and higher fares.
“British rail passengers spend roughly three times as much per kilometre as in other countries, while half of the industry’s income comes from direct and indirect public subsidy.”
Hayes said the government had made some progress bringing elements of the rail system back into public ownership but that more needed to be done. “We need an integrated rail and bus service that is affordable and works for people and communities, rather than one in which the public shoulders the risk while shareholders reap the reward,” he said.
Doug Parr, Greenpeace UK’s policy director, said there was “a long road ahead” before public transport in the UK was appealing and affordable, but “the destination is well worth the effort”.
“Shifting journeys from cars to buses and trains won’t just reduce congestion, pollution and climate emissions, it may also help us cut our oil demand – a useful side-effect given the price and supply crunch that’s about to hit us thanks to the Iran war.”
However, Parr said this would require “major government investment, an overhaul of the entire train fare system and a lowering of the bus fare cap”.
“This should go in tandem with other measures to promote active travel and discourage polluting transport, such as higher taxes on SUVs, more bike lanes and 20mph zones.”
But some experts believe that, while moving to EVs and improving public transport and active travel are essential starting points, on their own they will not be enough.
Greg Marsden, a professor of transport governance at the University of Leeds, says that, even if the UK meets all its current targets, it is on course to overshoot the government’s own carbon budget for transport by 15%.
“Ambition is evaporating by the year,” he said. “Plans to reduce overall traffic have disappeared and the government is now working on the assumption that the number of cars on UK roads will increase by 10 million by 2050.”
Marsden is calling for a new transport taskforce to look at more innovative ways to reduce car reliance and carbon emissions.
“At the moment we are facing a situation where we are not only going to miss our targets for carbon reduction, we are also going to create more congestion, more parking on the streets. We need a more ambitious plan for what our cities are going to be like in the next 20 or 30 years.”
He said the taskforce should consider a range of options, including:
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Greater access to shared electric vehicles across rural and urban areas.
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Lighter, cheaper shared EVs for the vast majority of journeys under 30 miles.
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Fleets of shared EVs at major train stations to connect train and road systems.
“We spend an awful lot of money on cars … but that money could be spent in different ways and still give access to all the mobility that we need,” he said. “At the same time, it could reduce congestion and emissions, and improve the quality of people’s lives.”
Marsden, who is heading up a project in Leeds working with the council and local residents on how to reduce car use, said it was crucial to work with communities rather than impose solutions from above. “This will only work if we listen to and work with communities to come up with workable solutions.”
A Department for Transport spokesperson said: “Car-sharing schemes help people travel more easily, cut congestion and reduce emissions – and we’re already encouraging councils to support them through statutory guidance.
“Our new transport strategy goes even further, committing to publish new guidance to help local authorities boost these services in their areas.”
Back in Tilton, Stoate acknowledges there have been challenges with their car-sharing scheme – from getting affordable insurance to initially convincing some older residents that electric cars were safe.
She said support from the transport sharing charity CoMoUK had been invaluable and that people from other villages had since been in touch to see if they could set up something similar.
“It’s about learning from each other … we now have a viable transport option that everyone can use without buying more and more cars – and it has helped to build our community, too.”
Traffic & Transport
Number of cloned number plates on UK roads at record high, data shows | Transport
The number of reported “cloned” vehicles involved in offences on UK roads has reached a record high, official data shows.
More than 11,400 drivers contacted the DVLA last year after being issued with fines for offences they said they did not recognise or accept responsibility for – most of which are believed to be down to cloning, where a number plate is copied fraudulently on similar vehicles to avoid enforcement cameras.
The number of complaints about misattribution was 9% higher than in 2024 and almost double the figure recorded in 2018, according to the RAC motoring organisation, which analysed data obtained under freedom of information requests.
The rising figures underscore concerns about the number of illegal number plates in use, allowing criminals to evade detection and dangerous drivers to avoid being caught.
Although drivers should provide number plate suppliers with the V5C vehicle logbook and proof of identity, an investigation last year uncovered more than 130 official suppliers in the UK willing to sell cloned versions, which allow drivers to dodge police and congestion charges.
Cloning vehicles has left many innocent car owners having to struggle to prove they were not responsible when enforcement camera images apparently caught their vehicle committing offences.
A parallel concern is the use of “ghost” plates which are designed to be unreadable by the UK’s 18,000 automatic number plate recognition (ANPR) cameras, which enforce safety measures such as speed limits or lane closures on smart motorways.
The RAC said the UK needed to overhaul an outdated and poorly regulated number plate system. Its head of policy, Simon Williams, said: “If number plate suppliers were carrying out all the checks they’re supposed to, it would be much harder for dodgy drivers to buy cloned plates in the first place. It’s only when a fine arrives at a vehicle keeper’s home address that they realise someone else is driving around using their vehicle’s number plate illegally.”
He said that more also needed to be done to catch drivers with ghost plates, “whether that’s more police officers being equipped with handheld devices that can detect if plates are unreadable, updating ANPR cameras and introducing higher security standards for number plates and for those who produce them”.
The government last month said there would be a new nationwide crackdown on illegal number plates, with funding from the Department for Transport for a new roads policing team. A new National Roads Policing Coordination Centre would share intelligence as well as trialling new technology such as specialised goggles to detect number plates that have been designed to be unreadable by cameras.
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Drivers using an incorrectly displayed number plate can be fined up to £1,000.
A Department for Transport spokesperson said: “We’re cracking down on illegal number plates with significant investment in a new roads policing team and innovative tech to stamp out the scourge of cloned numberplates.
“Illegal number plates help facilitate crime, and we are supporting the police to work with the DVLA to make it easier to report these crimes and support victims through a new digital tool.”
Traffic & Transport
‘A big responsibility’: Clifton Suspension Bridge master hails £7.6m renovation | Bristol
The job does not give the holder age-old perks such as the right to drive sheep across the great structure, but the title “bridge master” does have a certain ring to it.
“I don’t tend to say I’m the bridge master when I’m at a party,” said Tristan Ralph, the current holder of the title. “But people do seem to know and bring it up. It’s a job less ordinary, isn’t it? It’s a Victorian sounding title and people are really, really interested.”
There is, however, nothing ceremonial about the title. Ralph is in charge of maintaining and running the Clifton Suspension Bridge, a UK feat of engineering, without any public money.
“It does feel a big responsibility,” said Ralph. “When the chairman of the trustees rang to say we’d like you to do it, you suddenly feel the pressure. It’s so famous and people in Bristol, quite rightly, are proud and almost possessive of it. Bristolians think: ‘It’s our bridge.’”
The bridge master – and the not-for-profit charity the Clifton Suspension Bridge Trust – have the task of maintaining the bridge “in perpetuity”. “I’m a temporary custodian,” Ralph said. “When I’m finished, I have to make sure it is handed on in just [as] good a condition or better than I inherited it.”
Ralph, a bridge engineer by profession, was speaking to mark the conclusion of a large refurbishment project that has taken two and a half years and involved hand-painting more than 4,000 original iron chain links and installing an energy-efficient lighting system. It has cost about £7.5m. “It’s been a big job,” he said. “But it’s come pretty much bang on budget, which is rare these days.”
That is important because, to many visitors’ surprise, the bridge does not receive public funding. “The upkeep of the bridge, the running of it, the salary costs and everything are all paid only by our toll money,” said Ralph. “People think that we might get something from local or central government. But, no, it’s just the toll money.”
Motorised vehicles – including motorcycles – pay £1 to cross the bridge. There is no charge for pedestrians, cyclists or horse riders. As well as being a beautiful structure, it is also a vital part of Bristol and North Somerset’s transport system.
Ralph said: “It draws the tourists in. We get visitors from hundreds of countries every year but primarily, it’s still a vital piece of local infrastructure. If the bridge wasn’t here, the difference it would make to Bristol traffic would be incredible. We average over 8,000 vehicles a day still. Maintaining it as a transport link is utterly vital.”
The end of the refurbishment does not mean Ralph can rest on his laurels and spend more time hobnobbing with members of the Bridge Owners Forum.
“In a few years, we’ll need to paint the underside of the bridge. The under-bridge gantry unit itself will be replaced over the coming years. So there’s always something. We need to keep on top of things. It’s like your house or your car. If you just ignore it, don’t do things for a couple of years, they start breaking down.”
As in most walks of life, the climate emergency is a challenge Ralph and the trust are having to face. “We were monitoring the bridge daily in the summer with the very hot weather. And maybe if the bridge was being designed today, there would be a little bit more robustness around wind.”
The prevailing south-west wind is not usually a problem and the bridge rarely has to close but if it blows directly through the Avon Gorge it can be more difficult. “We need to keep an eye at both the magnitude of any wind events but also their frequency,” Ralph said.
The engineer admires the bridge’s designers, including Isambard Kingdom Brunel. “It’s remarkably advanced for its time.”
And there is no sign that its days are numbered, largely because the Victorians did not skimp. Ralph said: “There are three layers of chains. The original Brunel design only had two, but because it went from a timber design to a cast-iron deck, they upped it to three.
“There’s a little bit of comfort in there. Today there might be pressure to say, well, can you keep it to two, but in Victorian times they did like to add a little bit of meat on the bones.
“It doesn’t have a finite life. There’s no end date in our plans. We all just keep it going in the highest standards as we can. It’s in really good condition as long as we keep doing what we need to do, keep our attention on it and don’t let things drift. Forever is a long time but there’s no reason why we have any need to worry at the moment.”
Uber has begun a trial of autonomous vehicles on the streets of Manchester as it looks to bring robotaxis to cities around the UK.
The first self-driving cars are operating, using the technology of its partner firms Pony and Verne, with whom Uber recently launched Europe’s first autonomous taxi service in the Croatian capital, Zagreb.
Uber said it was “excited to take this first step toward making this technology accessible to people across the UK”.
In social media posts, Verne said it had “started our autonomous vehicle testing in Manchester”, while Pony said there were “plans to bring robotaxis to the city” and that testing was under way.
The tests involve the company mapping the streets of the city in north-west England with a safety driver behind the wheel and no passengers.
Limited passenger services started last month in London, but with a safety driver in the front seat of cars supplied by Wayve under Transport for London’s licensing rules for private hire vehicles.
The next steps are unclear. Opposition from Uber drivers, their unions and the capital’s politicians to the rollout of robotaxis is mounting. The GMB and ADCU unions have both said thousands of drivers jobs will be lost and have called for help for those affected.
A critical report from London assembly’s transport committee this week called for the government to devolve authority over autonomous taxi services.
It said there was “considerable uncertainty about many of the claimed benefits of autonomous passenger vehicles”, and fears over the impact on public transport and congestion, as well as safeguarding and accessibility for disabled passengers.
There has been no official application to launch passenger services in Manchester so far, and the vehicles are operating under government licence via the Driver and Vehicle Standards Agency (DVSA) and the Department for Transport.
A spokesperson for Transport for Greater Manchester said it wanted the city’s taxis to be the safest in the country.
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“New technologies play an increasingly important role in the growth of our city region,” they said. “But they need to be introduced responsibly, safely and with real thought about what it means for our residents.
“Although no applications have been made to operate driverless taxis in the Greater Manchester, we’re aware of potential interest from companies to do so.
“Safety will always be our top priority, and we will need strong assurances that no vehicles will operate on our roads that pose any risk to residents.”
Uber said it expected to offering robotaxi trips in as many as 15 cities worldwide by the end of 2026, mainly in the US and the Middle East.
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