Sunday, 31 August 2025

The Sunday Archive: The Pilot, October 1997 - Part 1




















The Sunday Archive: The Pilot, October 1997 - Part 1













The Dean’s Letter

AS I WRITE this article, which will be eventually read when the event itself will be long passed, here in the Island, in the nation, possibly in many places through the world, countless people are still in shock and grief at the tragic sudden, and, I suppose, totally unnecessary, death of Diana, Princess of Wales.

It is fascinating how a major catastrophe can bring out the best in people, or the worst in people. This week many, many people, have worked unselfishly long hours, or gone to considerable effort, and not a little expense, to show their feelings and so give comfort and encouragement to two families that most of us do not know, and with whom we have had little or no contact. The attitude and reaction of the staff of the Lord Chamberlain's office in London and of many others, like the bookbinder here in Jersey who broke his holiday to prepare overnight the leather-bound tome so that other Islanders, and indeed visitors to the Island, could stand for hours waiting to enter their names in the Book of Remembrance and express their love of, and their thanksgiving for, the Princess, revealed a very pleasant side of human nature. On the mainland people journeyed for hours, to stand for even more hours, missing the last train home in some cases, to do the same thing.

While others, admittedly a few, reacted by muttering and complaining about every decision which other people, with the best will in the world, were making. I am not saying that all the decisions were the right ones, but to ring up and be rude or abusive to wives, secretaries and people who were not responsible for those decisions, reveals an unpleasant side of human nature.

But anger will always be one of the possible characteristics of grief. And perhaps many more people were angry with God. They may even have "rung him up" and sounded off at Him. They wondered how He could allow such a ghastly event to happen. They seemed to think that because a very popular Princess was involved God should have stepped in to stop it. But why for a Princess in France? Why not for a class roomful of children in Scotland a year ago, or in Wales many years ago, or even for a townful of children two thousand years ago? The famous and the great, as well as the innocent and the lovely, are as liable to suffer as the unknown and the unremarkable, and as the downright wicked person and the unlovely, and all those of us in between too. No one is exempt. Not even God himself.

God never promised us that life would not be unfair, only that when it was, He would be there with us. The God of the Christian is not a distant deity, but an intimate being who stands beside us in the good times and in the bad, on a Sunday morning in a beautiful cathedral and in the tangled wreckage of our lives, both of which are equally man-made.

A month on when you read this, life for most people will have reverted to normal – and sadly that will probably also mean that many of them who contacted God at the time of the tragedy will have stopped communicating with Him – that is until the next time. It is a shame that we cannot be with Him in the good times as well as in the bad.

JOHN SEAFORD




DIANA, PRINCESS OF WALES

By Denis Pipon

THE death of Diana, Princess of Wales, stunned each one of us, as did the death of John F Kennedy. We each one know the hour of the day, the day of the week and what we were doing when we heard the news of her violent death. How could those entrusted with her care and protection, race through the streets of Paris and into, ironically, that well lit tunnel at two or three times the speed limit set for those beautiful boulevards? How could those entrusted with her care, protection and safety ignore the normal risk factors of outstripping the vehicles, the motorcycles or else in pursuit? How Diana's death came upon us individually, nationally, globally, that huge sea of loss, of grief, of emotion and feeling? Stunned, we knew not what to do; those of us who could identify with Diana in our eating disorders, in our addictions, in our loneliness, in our break up of marriage, and in the deceit of our spouse in marriage, stripped of our position, shunned and rejected, left to fend for ourselves, to fight through injustices. These, the things that Diana surmounted.

We could identify, we the churched; the non-churched. We were offered two books of condolences, we were looking for, awaiting the invitation of, the open doors of our local church, identifying ourselves with the crying needs of Diana, Princess of Wales, looking for the intimacy and understanding of grief that we, as Christians and as members of Christ's church here on earth claim to share.

Up and down the length and breadth of the United Kingdom special services were held, Mass was said in the Roman Catholic churches, candle-lit vigils were held. Locally we were willing to accept the open air ecumenical afternoon service; a service now so well rehearsed and not unlike other services that had gone before it. We each one of us asked the question, how could GOD call someone so young and with so much more to give?

Here was the opportunity for the Church to help us in our understanding, to answer the questions about life, about death and their meaning and their purpose.

Will our invitations, will our response to others, will our reflections and pause shared with others, will our approach, be any different towards and beyond the millennium, the year 2000. Will we share with others, Jesus of Nazareth, the Son, the only Son of God, Redeemer of the World? — DENIS PIPON





By David Edwards

THIS edition of The PILOT is my last as editor. After nearly two years I am relinquishing the role, in order to enable me to spend more time in study for the lay ministry.

I would like to take this opportunity to thank the Dean and the clergy for their contributions and the encouragement they have given me over the past 21 months, despite on occasions, my nagging them for copy, when deadlines had passed.

My sincere thanks go to all the contributors for their articles, written on a wide variety of topics, that have provided stimulating, humorous, informative and often thought-provoking articles. There is a great team behind the scenes who deserve recognition and praise, who beaver away quietly, to ensure that The PILOT is available in the Island churches, and copies are sent out to subscribers.






MOTHERS' UNION
By CAROLE RICHARDSON, Deanery Co-ordinator

AUTUMN is traditionally a time of new beginnings. Children are returning to school and we, refreshed by the summer break, think ahead, perhaps planning for the months ahead, the harvest or even our winter wardrobes!

The Mothers' Union starts again. I think this is a good time for us all to reflect on the past year and to plan head. A lot has happened to the MU on the mainland. We hear of discontent, and have been able to comment on the National Opinion Polls and their views of our Association. Subscriptions will go up once again to £14 (0.85 of this stays in the Diocese to pay for "pool speakers" etc, and £4 of this is for the magazine, once again optional; the remaining money is given towards the upkeep of Mary Sumner House).

The MU has done valuable work "overseas" and this is reflected in the events which our local branches have held in lieu of the usual Annual Overseas Sale. We have an ageing membership, and it is not easy for some branches to hold events, and thanks must go to everyone who did!

I hope you will all support St Martin's who are holding a Bring and Buy in St Martin's Public Hall on 8th October at 2.30 pm and when Dr Michael Marks will give a talk on his work at the Bush Hospital.

I am most glad to be able to tell members that Lady Bailhache has kindly agreed to become our local Vice-President, and we would like to thank her most sincerely for this. It is lovely for us to have a young Vice-President who is very much a "family" person, and one whose family has had "roots" in the Mothers' Union for many years.





GEOFF HOUGHTON submits his Thoughts on the States Strategic Policy Debate

NOTWITHSTANDING our more cynical inclinations, most of us would agree that States members diligently fulfil an onerous responsibility in leading our community. The Strategic Policy Debate, which this year is expected to take place in October, is a key event in which this exercise of leadership is most clearly visible. Even a casual reading of the States Strategic Policy Review and Action Plan reveals the immense practical complexities of governing our Island, balancing many conflicting priorities of its population to create a stable and prosperous community. If nothing else we would certainly want to hold in our prayers States members engaged in this task.

As individual Christians we will no doubt differ in our assessment of the relative effectiveness of particular policy choices made by the States. However, at a more fundamental level, allegiance to the agendas of our Lord remain our crucial shared point of reference. In our fallen state we will not be surprised to find that the kingdom Jesus announced to be at last breaking into this world is at many points in opposition to our priorities which often remain, in the final analysis, in hock to the principalities and powers which He decisively confronted at Calgary.

Enabled by the Spirit we too might now expect to be engaged in various ways in the outworking of these conflicts in ourselves and in the life of our community. With this in mind we might consider, amongst many other issues, the present States stance on Overseas Aid. We are all aware of the scale of deprivation beyond our shores (for example, in the sober estimate of the World Bank, 1.3 billion people live in absolute poverty on less than $1 per day and this number is increasing). Perhaps less well known are the real advances being made in eradicating poverty, for example over the last thirty years global child death rates have been halved

Specifically as Christians we might read poverty statistics as an indictment of our sinful human condition rather 'than an inevitable consequence of economic or natural forces. (We might also be wary of assuming humankind can extricate itself by its own efforts alone.)

But can Jersey as a community afford to participate in global efforts to address this scandal? Emphatically yes. To meet the modest UN target (0.7% of our national income) Jersey would have to contribute about £12 million. Compare this with Jersey's £50 million annual household expenditure on alcohol and tobacco (a figure which incidentally gives some perspective on well meaning but misplaced arguments for us to meet all other requests of States Committees before considering Overseas Aid). In fact we contribute just £2.7 million from a States budget of £378 million. This, in proportion to per capita income, is half that of Portugal and less that any other significant developed country. Luxembourg, which has a broadly similar small country economy, contributes $148 per capita compared to our $50 (or, in terms of national income, 0.38% compared to our 0.14%).

But at the end of the day, whilst comparisons can be revealing they remain rooted in the standards of this world. They do not have the compelling power to turn us around to embrace a new possibility of life. As Christians perhaps more than anyone else would we not hope, like Mother Theresa, to be faithful to wholly different values in our personal lives and, as far as we are able, in this community's priorities? After all, the kingdom which our Lord taught us to pray for may be much more than the liberation from material and political oppression that his contemporaries fervently sought but it is certainly not less.

Saturday, 30 August 2025

Legacies of Summer














Just a very short poem today, capturing something of the past week!

Legacies of Summer

Summer sun is present glowing
Over Jersey, Island home
And a gentle breeze is blowing
Over fields where at cattle roam
Softly bird song now rejoices
On our happy picnic days
Hear the happy children’s voices
Summer holidays now praise

Now the rain on window streaming
Much the garden needs to drink
In the sunlight, puddles gleaming
Nature’s teasing slyly wink
Summer weather is so glorious
Seagulls cry and fly above
High spring tide is now victorious
Time of year I came to love

Friday, 29 August 2025

Summary of States Sittings: 1965 – Part 2: April-July 1965













Summary of States Sittings: 1965 – Part 2: April-July 1965

April 1.—On a standing vote, the House heavily defeated a proposal by Senator Venables that a special committee should be appointed to go into the question of appeals against decisions by the Island Develop-men Committee. Deputy Mourant, president of the committee, said that his committee was considering " certain measures " on their policy. Previous to this further discussions on the development of St. Brelade's Bay was “put off " when it was sensed that many members were unhappy about the whole position. Planning regulations setting out the various exemptions from the Island Planning. Law in the matter of usage of properties were adopted, and so too was a Bill to amend the Motor Vehicle Duty (Jersey) Law so that taxation would be fixed by regulation.

April 6.—Despite a Budget surplus of £292,543, Senator C. Le Marquand, president of the Finance Committee, warned that unless present day attitudes and present trends changed, increased taxation was as certain `,` as night follows day." He stressed, however, that the Finance Committee accepted as a basic economic truth that income tax at 4s. in the £ was the optimum level for Jersey. He referred to the huge cost of running the Island—£l04,000 per week—and to the annually mounting costs of services which last year accounted for over £4 million, £500,000 more than the revenue from income tax. Later, the House agreed to a modification in the law to enable the States to allow grants in aid to private schools, and to pay compensation to C. Le Masurier Ltd. in respect of the cancellation of the unexpired portion of the lease on Sorel Pavilion A proposition to improve the lighting in the Royal Square was also; adopted.

April 8.—At this last sitting of the spring session, the House approved supplementary votes of credit amounting to £568,088, over half this amount, £350,000 being for an indoor swimming pool at Mount Bingham. A proposition by Senator Krichefski to the effect that the Education Committee be charged to report on the Auditor's report to the Finance Committee as soon as possible regarding certain aspects of the expenditure and vote accounting of the committee for 1964, and for a special sitting of the House to be convened, was approved. Following a statement by Senator Gaudin that the Housing Committee proposed to enforce the Housing Law more stringently with the view of controlling immigration, it was stated that committee presidents were to meet to discuss ways and means of dealing with the problem. A lengthy debate took place on the Committee of Agriculture's request for a £5,000 subsidy to the farming community to enable them to pay the fares of farm labourers from Spain, and it was agreed that this should be done in view of the extreme urgency of the matter. Finally Deputy Jeune described the proposed redecoration to the chamber which would start the following day.

June 22.—The only matter on the Order of the Day was a Bill to revise and consolidate the Laws relating to the departments of the Bailiff, the Law Officers of the Crown. The Viscount, the Judicial Greffier and the Greffier of the States, bringing them up to date. The bill was adopted. It was agreed that the cost of television and wireless licences should be increased ; that a piece of land be purchased at La Perquage, Beaumont, for the construction of a lay-by ; that a garage in Ingouville Lane be sold to W. E. Guiton and Co. Ltd.; and that land be bought in connection with the establishment of a trading estate at Rue des Pres, Longueville.

July 10.—Despite a long speech by Deputy Smale, his plea to have the Defence Committee's order restricting coach travel in the Town area rescinded, received scant support, only four members supporting him. The only other matter of importance to be discussed was the Police Force Regulations making provision for an increase in the strength of the Force, which was adopted.

July 21.—The House referred back to the Housing Committee the question of the tenders received from Sir Lindsay Parkinson and Co Ltd. and the Builders Consortium (Jersey) Ltd. for the Le Squez development. This followed a speech by Deputy V. Tomes in which he asked many pertinent questions. Other matters agreed to during the day included the proposed diversion of the Route des Quennevais, a proposition to purchase land opposite Tams Pantry, St. Brelade's Bay, for £11,250, for use as a car park, a proposition on the proposed rehabilitation of Gorey Pier, a Bill to raise the amount that pensioners between 65 and 79 could earn without having their pensions cut, and an Act recommending that various areas of land in Peel Road should be acquired to build a car park.

Thursday, 28 August 2025

Staggered Senatorial Elections: Strategic Candidacy and Profile Building



















Visibility:
It's not just about standing
it's about where you stood first!

Strategic Candidacy and Profile Building

If Senator elections are held first, it’s entirely plausible that some candidates might run for Senator not with a huge expectation of winning, but to gain island-wide visibility—a kind of political audition. This tactic could:
  • Boost name recognition ahead of Deputy elections
  • Secure media coverage and public familiarity without the cost of a full campaign
Since 2005, I have noted five notable examples - and there may be more, especially among candidates who used the Senator platform to test the waters or raise their profile before pivoting to parish-level contests. Out of respect, as some are still in the States, I am not going to name them. However, since he has long left the States after just one election cycle, I think I can mention Daniel Wimberley:

Case Study: Daniel Wimberley

Daniel Wimberley is a textbook example of the Senator-first visibility strategy in action—though with a twist of idealism and reformist zeal.

In 2008, Daniel Wimberley stood for Senator in the island-wide election held on 15 October. He wasn’t elected, placing 14th out of 21 candidates with 3,458 votes. But just six weeks later, on 26 November, he ran for Deputy of St Mary—and won, securing 52.7% of the vote in a Parish noted for the smallest electorate in the Island.

When he contested the Deputy seat in St Mary, just six weeks later, he faced:

David Johnson (206 votes)
David Richardson (28 votes)

That’s a classic case of using the Senatorial stage to introduce oneself to the island, then pivoting to a parish-level contest with boosted name recognition. 

The 2008 election and Senatorial Profile Building

In the 2008 Jersey Senatorial election, 21 candidates stood for 6 available seats in the island-wide contest held on 15 October 20082. It was a packed field, featuring sitting Senators, Deputies aiming higher, and a wave of newcomers testing their island-wide appeal.

Then, just six weeks later, on 26 November 2008, the Deputy elections were held across the parishes. And here’s where the visibility strategy came into play.

Of the 21 Senatorial candidates, at least 6 went on to win Deputy seats in the same election cycle.

That’s nearly 30% of the Senatorial field who pivoted successfully to parish-level contests - often with boosted name recognition from their island-wide campaigns.

This pattern underscores how the Senatorial stage functioned as a kind of political audition. Even without winning, candidates gained media exposure, public familiarity, and a platform to test their ideas, then leveraged that visibility in the Deputy elections. And it is clear that standing for Senator can often also create a perception of legitimacy or experience, even if candidates don’t win.

Fairness and Free Media Exposure

I think standing twice should consider a question about fairness, which hinges on access and equity:

In particular,  there is free press and media coverage of Senatorial candidates. This gives them a platform that Deputy-only candidates won’t have. Newcomers to Deputy races who didn’t run for Senator may face an uphill battle against better-known names. Media neutrality (we hope anyway!) may not fully compensate for the visibility gap, especially if coverage is driven by novelty or perceived viability. 

This creates a two-tier entry system: one for those who can afford to “test the waters” in a high-profile race, and another for those who enter cold. This could undermine Deputy elections, by privileging prior exposure over policy or community engagement.

Recent proposals to reinstate Senators for 2026 have focused on voter equity and island-wide mandates, but haven’t deeply addressed the timing implications. The Clothier Commission once argued there was no functional difference between Senators and Deputies, which makes this kind of strategic candidacy even more problematic.

That is why simultaneous elections - a one day "General Election" for Senator and Deputy elections on the same day is much better. This removes the “first mover” advantage and ensures all candidates face voters at the same moment. It prevents profile-building through early candidacy. 

Wednesday, 27 August 2025

Staggered Senatorial Elections: The “Back Door” Safe-Seat Dilemma














Deputy Montfort Tadier wants to reintroduce staggered Senatorial and Deputies elections, a return to Senatorial elections being a month before Deputies ones. 

I don't think this is a good idea as it allows Senators rejected by the electorate on an Island wide mandate to creep back in via a "back door". 

For even if the Island electorate rejects a candidate on an island-wide Senatorial ticket, that person still carries a fully valid democratic mandate once elected as a Deputy. The two offices rest on distinct bases of support:

Senators answer to the whole Island.
Deputies answer to a specific constituency or parish.

Losing a Senatorial poll signals that a majority of Jersey voters did not wish to renew that Island-wide role. But a parish or district can independently decide it values that individual’s experience, expertise or local commitment enough to send them to the States as one of its Deputies. In effect, two separate electorates speak to two separate representative functions, each conferring its own legitimacy.

Case Study: Clarence “Clarrie” Dupré

Clarence Dupré’s career illustrates this dynamic in practice. It was one which particularly infuriated me at the time, and I think shows the dangers of staggered elections. It was not the only one, but it was the first which really upset me.

As Tourism Committee president and sitting Senator, he faced an Island-wide verdict in the Senatorial election (1972). Voters judged his record on tourism—and decided not to return him at that level.

Immediately afterward, he stood for election as a Deputy in his home parish. Parish-level voters, arguably weighing his local profile  more highly, chose to reinstate him.

He then resumed the Tourism portfolio, now carrying a parish mandate rather than an Island-wide one. But it was the same presidency!

This dual outcome shows that while the Island’s broader electorate judged his overall performance insufficient for a Senatorial term, his neighbours felt he still merited a place in the Assembly.

But in a unified election day system, this “second-chance” route disappears—once a candidate loses, they cannot immediately re-qualify via a separate ballot.

Will Reinstating a “Defeated” Senator Drive Apathy?

It’s natural for voters to feel their verdict was undercut when a candidate they rejected island-wide simply reappears in the Assembly. Clarence Dupré picked up his old Tourism brief after losing a Senatorial poll, and some electors (myself included) wondered whether their vote ever truly mattered.

Perceived futility: When the electorate sees no lasting consequence for a failed campaign, they may conclude that casting a “wrong” vote has no impact.

Blurred accountability: If the same individual executes policies they were just voted out for, it muddies the link between performance and electoral reward or punishment.

Media narratives: Headlines celebrating a “comeback” can reinforce the idea that elections are mere formalities rather than genuine judgment days.

The “Back Door” Safe-Seat Dilemma

Re-electing a defeated Senator as a Deputy in a friendly parish can indeed feel like a thumbs-up to local supporters and a finger-in-the-eye to the island-wide electorate. Voters who rejected him on a broad mandate may view his parish return as immunity from their verdict.

So why does it feel like a “Fingers Up” to the broader electorate?

Incumbency advantage: A former Senator already has name-recognition, fundraising networks and media profile. In a rural district, that can translate into an almost unassailable safe seat.

Local identity over island critique: Parishioners may prioritize shared history and local ties, effectively saying “we value you, flaws and all,” despite the island’s negative judgment.

Portfolio continuity: Winning back the same Tourism Committee brief as he did only reinforced the sense that the island-wide vote was merely ceremonial.

Structural Drivers Behind the Phenomenon

The old staggered system did not bar a failed Senator from immediately contesting a Deputy seat, creating a built-in fall-back. And we should also consider the electoral geography. Some rural constituencies are natural power-bases for high-profile figures, making them less competitive and more ripe for “second-chance” bids. 

This is less likely with larger electoral districts, but reintroducing Senators may see a push-back towards Parish boundaries.

Ministers are often drawn from whichever elected tier, so local wins can flip directly into government posts, undercutting island verdicts on performance.

In conclusion, curtailing the Deputy fall-back tightens the link between broad electoral judgment and policy leadership.

Tuesday, 26 August 2025

Bill Ogley in Jersey - A Retrospective Look



 




Bill Ogley’s tenure as Chief Executive to the States of Jersey (2003–2011) was marked by both institutional modernization and controversy. His legacy is a study in contrasts—praised for professional competence and strategic reform, yet criticized for opacity and mishandling of key crises.

Strengths: Where Ogley Succeeded

Modernization of Government Structures

  • As the first Chief Executive under Jersey’s ministerial system (post-2005 reforms), Ogley helped shape the Council of Ministers framework, transitioning Jersey from committee-led governance to a more centralized executive model.

  • He was instrumental in professionalizing the civil service, introducing clearer lines of accountability and performance management.

Ministerial Support

  • Ministers like Jim Perchard described Ogley as “very professional, very competent and very helpful”.

  • He was seen as a steady hand in coordinating policy across departments, especially in health and infrastructure.

Strategic Oversight

  • Ogley chaired key interdepartmental meetings and was responsible for aligning executive functions with political priorities.

  • His role included advising the Chief Minister and managing the States’ senior officers—bringing coherence to a previously fragmented system.

Weaknesses: Where Ogley Fell Short

Graham Power Suspension (2008)

  • Ogley played a central role in coordinating the suspension of Police Chief Graham Power during the child abuse investigation.

  • He drafted the suspension letter before the full Metropolitan Police report was available, suggesting a premeditated decision.

  • His handwritten notes from the suspension meeting were not retained, raising concerns about documentation integrity.

  • The Care Inquiry later criticized the process as lacking transparency and procedural safeguards.

Golden Handshake Controversy

  • Ogley left his post in 2011 with a £500,000 severance package, triggering public and political backlash.

  • A 2012 review found that the pay-out could have been avoided if the Chief Minister had intervened earlier to resolve tensions between Ogley and Treasury Minister Philip Ozouf.

  • The absence of performance appraisals and HR oversight prior to his departure was flagged as a governance failure.

Opaque Decision-Making

  • Critics argued that Ogley’s style was too centralized, with key decisions made behind closed doors.

  • The lack of transparency in high-stakes matters—especially the Power suspension—undermined public trust in executive leadership.

Summary: A Legacy of Reform and Controversy









Ogley’s tenure helped shape Jersey’s modern civil service—but also exposed the vulnerabilities of executive power in a small jurisdiction. 



Monday, 25 August 2025

Clifford Orange and War Time Collaboration









Clifford Orange, the Chief Aliens Officer in Jersey during the German occupation, was actively involved in compiling and submitting lists of Jews to the German authorities from 1940 through at least late 1942.

Key Timeline Highlights:

  • September 1940 – October 1942: Orange was involved in registering Jews, marking businesses as “Jewish Undertakings,” and facilitating Aryanization (forced liquidation or transfer of Jewish-owned businesses).

  • January 6, 1942: He submitted a list of Jews who had left Jersey before the occupation began, indicating ongoing cooperation with German demands.

  • November 1942: Records show his involvement in registration and correspondence regarding sojourners and Jewish residents continued until at least this point

While there’s no single documented “end date” for his activities, the last known administrative actions linked to Jewish registration and compliance with German orders appear to taper off by late 1942. After that, deportations and harsher measures were increasingly handled directly by German authorities, though local officials like Orange had already laid much of the groundwork.

Post War

As from September 1942, when it became obvious the purpose to which lists of persons supplied long before were being put, I refused to supply any further lists to the German authorities.” (cited in John Nettles’ book Jewels and Jackboots: Hitler’s British Channel Islands.)

This statement suggests that Orange attempted to draw a moral line—implying that once the deportation intent was clear, he ceased cooperation. However, archival evidence shows that his active role in registering Jews and encouraging uncertain individuals to come forward continued past this date, later into 1942.

Timeline

June 1942: The BBC aired a broadcast based on Polish Jewish sources, reporting mass killings in places like Chełmno and Vilnius. It estimated 700,000 Jews murdered in Poland alone.

December 17, 1942: Eleven Allied governments issued a formal declaration condemning the Nazis’ “cold-blooded extermination” of Jews. British Foreign Secretary Anthony Eden read it aloud in Parliament, and the BBC reported it the same day

Contextual Timeline:

Clifford Orange was still compiling and submitting lists of Jewish residents in Jersey after the BBC’s June 1942 broadcast reporting mass killings of Jews in occupied Europe.

  • June 1942: The BBC aired a report estimating 700,000 Jews had been murdered in Poland, based on underground sources. This was one of the earliest public acknowledgments of systematic extermination.

  • Summer–Autumn 1942: Despite this growing awareness, Orange continued administrative cooperation with German directives. He submitted lists of Jewish residents, marked businesses as “Jewish Undertakings,” and processed identity documentation that facilitated Nazi racial policies.

  • November 1942: His involvement appears to persist at least until this point, based on surviving records and correspondence.

Moral and Historical Implications:

This overlap is deeply significant. It shows that even as the scale of Nazi atrocities was becoming publicly known—through broadcasts like the BBC’s and diplomatic declarations—local officials in occupied territories like Jersey were still complying with German racial orders. Orange’s actions weren’t isolated; they were part of a broader pattern of bureaucratic collaboration that enabled persecution, even in places far from the Eastern Front.

The argument from hindsight

One argument I have heard is that we cannot judge Clifford Orange with the benefit of hindsight. There are a number of weaknesses with this as a principle:

Erodes Individual Moral Agency

By insisting we cannot judge Orange with hindsight, this risks portraying him as a passive executor of orders rather than an active moral agent.

Downplaying his agency makes all administrators under occupation equally blameless, contradicting documented cases in the Channel Islands where some officials resisted harsh measures.

Conflates Contextual Constraint with Exculpation

This stance treats the occupied environment as uniformly coercive, yet:

Numerous islanders maintained moral integrity despite the same pressures—clergy hid refugees, civil servants omitted names from lists, and medical staff falsified records.

Equating Orange’s choices with theirs erases meaningful distinctions in conduct under duress.

Slides Toward Moral Relativism

A blanket prohibition on judging past actors risks excusing any collaborator:

Postwar tribunals and local inquiries repeatedly held individuals accountable for “following orders” when orders violated fundamental human rights.

This position could undercut the very principles of accountability that shaped post-occupation justice.

Sunday, 24 August 2025

The Sunday Archive: The Pilot, September 1994 – Part 9




















The Sunday Archive: The Pilot, September 1994 – Part 9



WAR BABIES

Bill Matthews from Gouray has sent an article from an Australian newspaper. It was sent to him from Perth by an old footballing friend, Stan Rickaby, who played at full back for Middlesbrough, West Bromwich Albion and England. He and his wife Leni are strong sup-porters of their local church and hope that readers will be amused by the article.

FOR ALL THOSE BORN

BEFORE 1945

  • We are survivors. Consider the changes we have witnessed.
  • We were before TV. We were before penicillin. We were before polio shots. We were before frozen foods, photocopying, contact lenses, frisbees and The Pill. We were before credit cards, split atoms, laser beams and ballpoint pens. We were before pantyhose, dishwashers, clothes dryers, electric blankets, drip-dry clothing and before man walked on the moon.
  • We got married first and then lived together. How quaint can you be? We thought fast food was what people ate during Lent, and outer space was the back of the local theatre.
  • We were before house-husbands, gay rights, computer dating, dual careers and computer marriages. We never heard of electric typewriters, artificial hearts or word processors. Hardware meant hardware and software wasn't even a word.
  • In 1940 "made in Japan" meant junk and the term "making out" referred to how you did in the exam. Pizza, McDonald's and instant coffee were unheard of. In our days, cigarette smoking was fashionable, grass was mowed, coke was a cold drink and pot was something you cooked in. Rock music was Grandma's lullaby and .Aids were helpers in the hospital.
  • We were certainly not before the difference between the sexes was discovered, but we were surely before the sex change.
  • We made do with what we had. We were the last generation that was so dumb as to think you needed a husband to have a baby!

No wonder we are so confused and there is a generation gap. And so much more. BUT WE SURVIVED.



ST OUEN AND ST GEORGE
From
RAY SPECK
Rector

THE recent media coverage, both national and international, over the dismissal of a clergyman in the Diocese of Chichester has generally missed most of the essential points at issue. That is particularly true of some of the comments made in our own Jersey Evening Post. It is always wise to be clear about the facts and come to some understanding of the issues before making sweeping and rather judgmental statements.

Two particular areas have generally been disregarded and these are of crucial importance. The first is the nature and purpose of the ordained ministry in the Church of England the second is the nature of the Christian Gospel which it is our responsibility to promote.

The narrower of these two is that which is discovered in the Ordinal, whether Prayer Book or Alternative Service Book. The language of the former is inevitably stronger and most of us were ordained as presbyters according to its form. In the ASS the Nicene Creed sets the context for the ordination to follow, putting it in the firm context of an objective and substantial faith. Statements made in that creed affirm:

  • the objective reality of the living God who has revealed Himself as Creator and Father;
  • the historicity of the person of Jesus who is essentially, uniquely and miraculously both divine and human; and that is at the very heart of the Gospel: it is non¬negotiable;
  • the miraculous Virgin Birth, a historical crucifixion, a bodily resurrection and a triumphant ascension are all affirmed, as is the anticipated return of Jesus as Judge: the disciplined clergyman would have presumably denied all these;
  • the Holy Spirit is declared to be the continuing presence of Jesus in God's world and among his people;
  • this one God, Father, Son and Holy Spirit is to be worshipped and glorified: how can a man "worship and glorify" the so-called God that is himself?

Here then is the context for ordained ministry. Now consider the very heart of the Bishop's charge to those to be ordained. There are many of us who return often to this to face afresh the challenge of our call. This is what we are told and to which we give assent:

"Remember always with thanksgiving that the treasure now to be entrusted to you is Christ's own flock, bought through the shedding of His blood on the Cross. The Church and congregation among whom you will serve are one with Him: they are His body. Serve them with joy, build them up in faith, and do all in your power to bring them to loving obedience to Christ."

The Bishop later commissions the candidate and uses, among others, these words:

"Almighty Father, give to these your servants grace... to proclaim the Gospel of your salvation."

After this, each newly-ordained presbyter is given just one book — a Bible. Not a handbook of psychology; not an anthology of contemporary beliefs; not a compendium of new-age reading; but the Bible, the Word of God.

And that leads me to the other point I want to make.

What is the nature of this Christian Gospel which is committed to us and which we are charged to proclaim?

  • Firstly its roots are in the heart of the living God whose longing it is that people should know the love, joy and peace that accompany faith in Him.
  • Secondly this God is the God of revelation. He has taken the initiative to make Himself known to human beings in creation, in His word, but supremely through His Son Jesus.
  • Thirdly, the human condition is one of alienation from God who through the person and work of Jesus has made possible lasting reconciliation between us and God.
  • Fourthly, at the heart of the Gospel is the Cross. It was foolishness to Greeks in the time of Paul; inevitably it will be perceived as foolish in the world today. But the Cross is the wisdom and power of God. It proclaims that the way to God is open, that sin can be forgiven and that everlasting life is an eternal reality which begins now. His physical, bodily resurrection declares that the old enemy of death has been destroyed.
  • Fifthly, by being born anew, born spiritually, we can begin a new life, indwelt by the Spirit of God, in the service of the Son of God and in the knowledge of our Father God.

I am at times accused of being bigoted. I deny that: I am not blind nor obstinate, but I reserve the right to fulfil my calling to declare the Gospel of Jesus. I have no right to replace the revealed truth of God with my own fallible opinion. I would rather face God one day knowing that I have tried to be faithful to His word than pamper to popularity and the opinions of man. That is, I believe, where many of us stand: we can do no other!




GROUVILLE AND ST PETER LA ROCQUE
From
GEOFFREY BAKER
Ministre Desservant

WHEN I was Ministre Desservant at Grouville once before, I was here for nine months. This time round, it will be for only a few months. It is good news indeed for all concerned that a new appointment has already been made. As much as I have enjoyed being here, it is much better that a new Minister should take over sooner rather than later. The lucky man is the Rev Francis Mason, presently a Curate in the Parish of Gerrard's Cross, Buckinghamshire. He is 38 years old, is married to Sian, and has four young children. He is to be licensed on Thursday 15th September. He certainly comes to Grouville with all my very best wishes and with the promise of my full support.

HOLY BAPTISM. 17th July, Lotta Butler, Lois Tait; 31st, Thomas Edward Tourneur Ash; 14th August, Matthew James Richard Parker; 21st, Steven William Anderson; 28th, Sarah Frances Maguire.

HOLY MATRIMONY. 30th July, Chris Kelleher to Miranda Woodford; 20th August, Kate Le Gallais to Jeremy Phillips.

FUNERALS. 8th July, Clarisse Corbet; 13th, Lucy Durell.



Saturday, 23 August 2025

The Fall of the City




















The transformation of Jerusalem into a Roman city under Emperor Hadrian. Around 130 CE, Hadrian rebuilt and renamed the city as Aelia Capitolina, in honor of his family name (Aelius) and the Capitoline triad of Roman gods. This act was deeply provocative to the Jewish population, especially as Hadrian reportedly banned circumcision and planned a pagan temple on the Temple Mount.

These changes helped ignite the Bar Kokhba Revolt (132–136 CE), a fierce Jewish uprising that was ultimately crushed. Afterward, Jews were banned from entering Jerusalem, and the city remained a Roman colony for centuries.

No lessons learned from what happened to them, as the government of Israel now plans to raze and rebuild Gaza city, with an intent to transform Gaza City into a Jewish settler city.

This parallel story forms the theme of this poem.

The Fall of the City

The rebels needed to be taken out
Lose their stronghold, city place
No room for nuance or doubt
Only brutality, a savage face

Evacuate the city, and do it now
They left, or faced a brutal death
Soldiers now will show them how
Survivors perish, taking last breath

Destroy the city, stone by stone
A colony to plant, a city reborn
On the rubble and crushed bone
They settled, none left to mourn

Gaza City under Israel, Jerusalem under Rome
Here the annihilation of a people’s home








Friday, 22 August 2025

Some Old Jersey Manor Houses (from a 1960s Guidebook)

Some Old Jersey Manor Houses (from a 1960s Guidebook)



ST. OUEN'S MANOR—For nearly 800 years the Manor has been the abode of the de Carterets, a family which played an important part in the Island's history. The first dwelling was probably erected in the 13th century, for when Philippe de Carteret gave to the monks of St. Michel two parcels of land, they were said to be adjoining his own house. The oldest part of the present building dates from about 1480, when the Seigneur of the day obtained leave to fortify his house with battlements and towers. In 1856 the property was restored. The Lodge was built, tops added to the Towers and a porch at the main entrance. A magnificent hall, staircase and gallery with oak panelling were also constructed. The Manorial Chapel, dedicated to St. Anne, was restored as such, and the altar slab, with its five consecration crosses, came from the chapel of St. George at Vinchelez de Bas. (The Manor House is not open to the public, only the grounds).

 

TRINITY MANOR—The date of the first house is lost in the mists of antiquity. The second homestead was erected while the Lemprieres were in possession during the Tudor period, and of that edifice, there remains the Great Hall with the cellars beneath and an upstairs room. Amice de Carteret, in 1631, demolished part of the original structure and after considerable trouble succeeded in completing his dwelling. The building was almost a ruin when during 1911 and 1914 it was restored and redesigned like a French Château. (Not open to the public).

 

ROZEL MANOR—The modern Manor House dates back to 1770, when Charles Lempriere demolished the existing home-stead and erected the present building on Le Mont Marguerite in beautiful and secluded surroundings. In 1820, Philip Raoul Lempriere, the grandson, enlarged the building by adding the towers and turrets, but covered the original granite work with cement. In the grounds is to be seen the mediaeval chapel, dedicated to St. Mary, and the Colombier, the pigeon holes of which have been filled in. (Not open to the public).

The manor houses and grounds are not open to the public other than on special dates.




Thursday, 21 August 2025

Projected Impacts of a 2030 Petrol Car Sale Ban in Jersey Amid Limited EV Charging Infrastructure













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Projected Impacts of a 2030 Petrol Car Sale Ban in Jersey Amid Limited EV Charging Infrastructure

Introduction

The transition to electric mobility is a pivotal element in Jersey’s ambitious plans to reach net zero greenhouse gas emissions by 2050, with crucial interim targets set for 2030. Central to this trajectory is the government’s commitment to ban the sale of new petrol and diesel cars from 2030, mirroring or even exceeding measures taken in the UK and EU. This policy direction, however, is not without significant challenges, the most critical of which is the adequacy of electric vehicle (EV) charging infrastructure to support mass adoption-especially among those who rely on on-street parking, lower-income families, and residents in rental accommodation.

This research report offers a comprehensive and nuanced assessment of Jersey’s EV transition prospects through 2030 under the scenario of a petrol car sale ban and a significant shortfall in charging infrastructure. The analysis integrates official statistics, policy reviews, forecasts, stakeholder perspectives, and international benchmarks to elucidate projected impacts, on-street parking realities, socioeconomic dimensions, and the scale of infrastructure investments needed. Along the way, it highlights policy dilemmas, environmental implications, and the particular hurdles faced by Jersey's most vulnerable road users.


Policy Overview: Jersey's 2030 Petrol Car Sale Ban and Decarbonisation Targets

Jersey’s Carbon Neutral Roadmap sets out an unequivocal ambition: by 2030, no new petrol or diesel cars will be registered on the island, and the aim is for 67% of all vehicles on the road to be decarbonised-substantially above what mainstream forecasts consider feasible without continued incentives and extensive supportive policies1. The ban follows similar moves across Europe and the UK, although policy stability has varied elsewhere; Jersey has notably maintained its “immovable” deadline even as the UK briefly vacillated before reaffirming its own 2030 target for new petrol and diesel vehicle sales2.

Transport accounts for approximately 45% of Jersey’s on-island greenhouse gas emissions, underscoring the sector’s centrality in decarbonisation strategies3. Success relies on rapid EV uptake, coordinated public policy efforts, and accelerated expansion of both slow and fast charging infrastructure45.

Notably, earlier governmental support for EV purchases (such as the subsidy capped at £3,500) had limited reach and was discontinued by late 2024. The lack of ongoing incentives and the rising incidence of "policy fatigue" around fuel duties complicate Jersey’s readiness to deliver on its 2030 goals3. The current focus is shifting towards the infrastructure and regulatory frameworks that will determine the lived experience of EV transition for all Jersey residents.


Jersey's Current EV Landscape: Charging Infrastructure, Fleet Mix, and Uptake Trends

EV Numbers and Fleet Penetration

Recent statistics indicate that as of the end of 2024, just 2% of Jersey’s vehicle fleet was fully electric, with 22% of new vehicle registrations during the year going to EVs6. The latest open datasets from Jersey's Government corroborate this figure, showing a modest but rapidly rising rate of new EV adoption amidst a total vehicle fleet exceeding 68,000 cars and vans.

Projections compiled for both government and independent sector reports highlight a significant shortfall between the aspirational 67% EV fleet target and plausible adoption scenarios by 2030. Modelling by PwC, for instance, estimates that with no new incentives, EVs are likely to account for only 13% of the fleet by 2030, and just 23% with renewed financial support6. Achieving more would require many households to bring forward purchases, scrapping internal combustion engine (ICE) vehicles well before the end of their useful lives, and overcoming entrenched economic barriers.

Charging Infrastructure: Stock and Distribution

The public EV charging network in Jersey, dominated by the Evolve system operated by Jersey Electricity, consists of over 100 charging points as of mid-2025, distributed across key towns, villages, and main carparks7. These public chargers are a mix of fast (7-22kW), rapid (50kW), and ultra-rapid (150kW) units, with new ultra-rapid points recently rolled out at The Powerhouse, capable of charging most modern EVs to 100 miles of range in about ten minutes3.

For the home user, installation of a dedicated 7.4kW charger is possible (subject to property type and grid capacity), and the Government operates an Electric Vehicle Charger Incentive (EVCI), offering £700 towards installation for eligible applicants83. However, this scheme is limited: it is available only to those who own their property, and most landlords are not yet incentivised or required to install chargers for tenants.

Despite growth, several challenges remain:

·         Coverage gaps persist, especially outside central St Helier and more affluent parishes.

·         The density of chargers per vehicle remains low relative to best-practice benchmarks, and access for renters and those relying on kerbside/on-street parking is notably poor.

·         Charging point reliability and user experience are variable, with the majority located in car parks rather than directly on residential streets7.

EV Running and Maintenance Experience

A 2024 survey of local EV owners indicates high satisfaction with the experience of using and owning an EV in Jersey-92% give a rating of 8/10 or higher-citing lower running costs, convenience of home charging (when available), and overall ease of motoring3. For those without home charging, however, enthusiasm is more muted, and public charger reliability, access, and cost are significant pain points.


On-Street Parking Usage and Home Charging Barriers

Size of the On-Street Parking Dependent Population

Jersey’s housing and transport patterns provide unique hurdles for mass EV adoption:

·         Owner-occupiers with off-street parking (a garage or driveway) have straightforward access to home charging and are overrepresented among early adopters.

·         Renters and lower-income households, especially in urban areas like St Helier, are much more likely to rely on on-street or communal parking and lack any straightforward option to install a private charger.

Data show that in 2021, about 30% of households in St Helier did not own a car or van, but among those that do, the majority depend entirely on on-street parking or shared lots for vehicle storage6. Direct statistics for reliance on on-street parking are scarce, but estimates can be built from census data and social housing reports.

Estimating the Numbers:

·         Population (2023): 103,650

·         Total households: approx. 44,000

·         Households in rental tenure: ~50% island-wide, higher in St Helier9

·         Households without off-street parking: Well over 30% in the urban core (St Helier), rates declining in outlying parishes, but no lower than 10-15% even in rural areas.

·         Estimated individuals reliant on on-street/public parking: At least 20,000-25,000 people across the island, higher when including all family members in affected households.

A review of parking provision in central St Helier underscores the scale of constraint. Multi-storey and surface car parks manage several thousand parking spaces, but they are not exclusively reserved for residents: significant numbers are transient (for work/shopping), and on-street spaces are under constant demand pressure1011.

Home EV Charging Barriers

The main home charging barrier is the lack of physical infrastructure: flats and terraces with no dedicated parking cannot install chargers without costly communal retrofits, negotiation of rights-of-way, or substantial upgrades to grid connections12.

While some international cities (e.g., London, Amsterdam, Berlin) have begun retrofitting curbside charging and pole-mounted charge points to serve dense residential populations, Jersey remains in the early stages of such innovations. Regulatory and planning frameworks have not yet compelled or incentivised roll-out at sufficient scale, and local authorities face well-documented budget and land-use pressures1314.

Socioeconomic Overlap

Households relying on on-street parking are disproportionately:

·         Lower-income, often in the bottom two income quintiles.

·         Renters, including both private and social tenants.

·         Less likely to have access to discretionary funds for vehicle upgrades, charger installation, or higher-cost, time-flexible charging tariffs.

This is a critical equity issue: the inability to home-charge raises both the total cost of EV ownership and the inconvenience of use-tenants and the less affluent pay more and experience greater daily hassle, compared to homeowners who are often more affluent and able to benefit from off-peak home charging rates156.


Projected Impact: 2030 Ban Under Infrastructure Constraints

EV Uptake Projections and Fleet Transformation Scenarios

Given a 2030 ban on new petrol cars and significant charging infrastructure constraints, the pace and distribution of EV adoption in Jersey are likely to deviate substantially from the government's most optimistic decarbonisation scenarios.

The likely outcomes:

·         Total EV fleet share by 2030: Modelling suggests 13-23% of registered cars will be EVs by the end of the decade, against the official target of 67%6.

·         EV adoption will be highly unequal, concentrated among wealthier, older homeowners and business/municipal fleets, with the lowest take-up among renters and those lacking convenient parking.

·         Petrol and diesel vehicles will persist in older and lower-income segments, with owners of older ICE vehicles facing a shrinking second-hand market, higher running and taxation costs, and increasing practical/psychological barriers to EV transition.

On-Street Parking Groups: Exposure to Transition Risks

Households and individuals without off-street parking will face the highest risk of exclusion from the EV transition by 2030, for three core reasons:

1.    Lack of Home Charging: These users will be reliant on a still-underdeveloped and potentially overstretched public charging network, subject to queueing, higher tariffs, and location inconvenience.

2.    Greater Cost Burden: Published evidence from UK and European experiences indicates that those reliant on “public” chargers pay as much as two or three times more per kWh than those able to charge off-peak at home, due in part to VAT differences, pricing models, and network costs14.

3.    Charging ‘Anxiety’-Not Just Range: Difficulty in securing reliable charge (especially in winter or for shift workers) risks imposing significant “charging anxiety,” disproportionately affecting workers on variable schedules, gig economy drivers, and families with inflexible timetables.

For poorer families and renters, the policy risks are profound:

·         Structural exclusion: Lack of access to affordable charging may reduce mobility, job access, or even precipitate forced ‘exit’ from car ownership.

·         Lock-in to fossil fuels: Absence of affordable or practical alternatives could see lower-income Jersey residents stranded in an increasingly unaffordable, ageing ICE vehicle stock, facing higher running costs and the threat of eventual regulatory or fiscal penalties (e.g., vehicle emissions duty escalators).

Secondary Impacts

·         Upward pressure on public parking demand as displaced ICE vehicles compete with newer EVs for limited daytime and overnight parking (and therefore charging) slots10.

·         Environmental gains will be concentrated among wealthier, car-owning suburbanites, with less air quality improvement in higher-density, lower-income neighborhoods unless policy and infrastructure priorities are realigned.

·         Political risk: Visible inequities and widespread inconvenience could undermine support for the transition and provoke political backlash, especially if rural/urban or homeowner/renter divides are exacerbated.


Socioeconomic Effects: Income, Poverty, and Rental Tenure

Jersey’s Socioeconomic Profile

Drawing from the latest income and rental data:

·         The median equivalised household income for renters is significantly lower than for owner-occupiers, with the poverty rate (relative low income) largest among social tenants and younger households9.

·         Rental tenure accounts for about half of all households (including private and social renting), with a higher concentration in St Helier and urban parishes9.

·         Cost-of-living pressure is acute, with high housing costs, and Jersey’s compact rental and housing market leaves little scope for adaptation-few renters have any control over access to private parking or charging infrastructure.

Distributional Impacts of EV Policy

Analysis of the adjusted cost-of-ownership figures for EVs vs. ICE vehicles under Jersey’s current infrastructure shows:

·         For a homeowner with off-street parking, the total cost of EV ownership typically becomes cheaper than a comparable ICE vehicle within 5 years, due to low running costs, maintenance savings, and preferential charging tariffs3.

·         For a renter reliant on public charging, the payback period lengthens considerably, and may never materialise, especially for those unable to charge at work, or constrained by working hours.

·         Upfront cost remains the principal barrier (cited by 69% of respondents), but lack of accessible charging is cited by half of all households surveyed as a reason for not going electric6.

Attitudes and Stated Intentions

·         Just 20% of those with household incomes below £20,000 say they are likely to switch to a full EV by 2030, compared to 52% among those earning over £80,000.

·         84% of those who found it "very difficult to cope" financially cited upfront EV costs as the overriding obstacle6.

Targeted policy interventions (such as enhanced purchase grants, subsidised on-street charging, and mandated “EV ready” rental properties) are needed to address these disparities, drawing lessons from successful examples in jurisdictions like California and London, which have explicitly targeted low-income and renter communities15.


Charging Infrastructure Requirements: Gap Analysis and Benchmarking

Current and Required Charging Stock

Jersey currently (mid-2025) has over 100 public charging points, comfortably ahead of the UK per-capita average, but still below the density needed to meet best-practice international benchmarks or the projected needs of a mass EV fleet167.

International Benchmarks

·         The EU average is approximately 1 public charger for every 13 electric cars, with the Netherlands and Germany performing best.

·         China, where home charging is less prevalent, maintains a benchmark of 1 public charger per 10 EVs.

·         In mature urban markets (e.g., Oslo, Stockholm), the on-street charger deployment is prioritised in lower-income and higher-density neighborhoods-these cities report a ratio of up to 1 public charger for every 5-7 EVs in key districts, though private charging also contributes.

Notably, international experience indicates that as EV adoption increases, the ideal ratio of EVs to public chargers can rise, provided most users have reliable access to home or workplace charging. For Jersey, the home charging gap (due to housing stock) means public infrastructure must shoulder a heavier load.

Jersey's Projected Infrastructure Gap

Given Jersey's goal of increasing the EV fleet by tens of thousands (from less than 2,000 today to 10,000-18,000 by 2030), the current pace of charging infrastructure deployment is inadequate.

Key considerations:

·         A minimum ratio of 1 charger per 10 EVs is considered best practice where home charging is limited, which Jersey must adopt due to its housing mix.

·         Additional load on the grid: Each new rapid/fast charging point requires upgrades not only in street infrastructure but in grid capacity, metering, and user support, sometimes necessitating months of lead time.

·         Deployment constraint: Installation is most feasible in public, workplace, or communal car parks, but expensive and logistically complicated for on-street retrofits in historic or high-density areas.


Table: Estimated Annual Additional Public Charging Points Required in Jersey (2025-2030)

Year

Projected EV Fleet Size

Required Public Chargers (1:10 ratio)

Existing Chargers

Additional Chargers Needed This Year

Cumulative Additional Chargers (from 2025)

2025

2,000

200

110

90

90

2026

3,500

350

140

110

200

2027

5,500

550

180

200

400

2028

8,000

800

230

250

650

2029

12,000

1,200

280

320

970

2030

18,000

1,800

320

380

1,350

Notes:

·         Projected EV fleet: Conservative, based on accelerated policy support, but still well below Jersey’s 67% “all vehicles decarbonised” aspiration.

·         Existing chargers: Assumes current stock plus ongoing growth at observed average rates (approx. 15% pa without large step change).

·         Additional chargers/year: Net new points needed to maintain adequate coverage, factoring in best-practice international user experience.

To close the gap, Jersey would need to install approximately 200-400 new public charging points annually through the rest of the decade-about 2-3 times faster than the current rate, with a focus on inclusive, on-street, or curbside locations.

Fast charger vs. slow charger mix: At least 40% of new points should be “rapid” (22kW+), with the remainder a mixture suitable for overnight/commuter use.


Technical Standards and Charging Speeds

·         Level 2 Charging (7-22 kW): Suited to most daily needs, especially for overnight charging or long-dwell public parking.

·         Rapid Charging (50 kW+): Essential for those unable to charge at home, for fleet/taxi use, and for high-throughput public locations.

·         Ultra-rapid Charging (150 kW+): Growing in importance as the fleet modernises, but imposes high grid costs. Recent technical innovations (e.g. liquid-cooled cables, V2G integration) could speed up mass charging for short residential stopovers, but will require both up-front investment and regulatory oversight1718.

Charging infrastructure for multi-unit and rental-housing residents should be prioritised in any public or subsidised program, drawing on global lessons regarding technical and billing interoperability, shared metering solutions, and the need for integration with renewable grid management.


Environmental and Air Quality Effects by 2030

If Jersey is able to sustain its petrol car sale ban-but is hampered by slow infrastructure rollout-the environmental benefits of electrification will be partial, uneven, and delayed.

·         Net emissions from transport will fall, but not by 67% as targeted: the most likely trajectory based on current trends is closer to a 20-30% reduction by 2030, arising from retirement of older ICE vehicles, some degree of modal shift (to walking/cycling), and the incremental increase in EV fleet share.

·         Local air quality improvements will concentrate in higher-uptake (affluent) neighborhoods, while densely populated urban and rental districts could lag behind, missing out on health and environmental gains.

·         Lifecycle emissions and grid impacts will need management, but Jersey’s low-carbon grid (with significant nuclear and imported renewables) ensures that EV electrification supplies a cleaner alternative to petrol/diesel in almost all usage cases3.


Policy Implications and Government Plans

Strategic and Tactical Recommendations

1. Accelerated, Equitable Infrastructure Investment:

·         Government must triple the rate of new public/curbside charger installation, prioritising renters, high-density housing, and on-street locations19.

·         Encourage or mandate installation of shared chargers in rental and multi-unit buildings, with public-private funding mechanisms and bulk grid upgrades.

·         Adopt lessons from international model ordinances (see New Jersey, London, Amsterdam) for “EV Ready” streets, parking minimums, and landlord incentives2021.

2. Targeted Socioeconomic Supports:

·         Reintroduce tiered subsidies for EV purchase and charger installation, focusing on low-income households and renters15.

·         Launch a public education and engagement campaign, especially in disadvantaged communities, with focus on practicalities, cost savings, and access options.

·         Remove fiscal/regulatory barriers to second-hand EV uptake and facilitate scrappage incentives that benefit lower-income groups, not just early adopters.

3. Policy Integration and Long-Term Planning:

·         Integrate EV infrastructure planning with broader investments in affordable housing, public transport, and climate adaptation (leveraging the new Jersey Capital Investment Fund for multi-sector impact)22.

·         Publish transparent, annual progress metrics for fleet transformation, public charger deployment, user satisfaction (by income and tenure), and air quality.

·         Ensure regulatory consistency: maintain stable, predictable policy signals to avoid investor and consumer hesitancy.

4. Innovation and Technical Adaptation:

·         Invest in pilot curbside or streetlight charging projects in St Helier and suburbs, using international and UK/EU technology partners.

·         Trial dynamic pricing, smart grid management, and V2G opportunities with local energy suppliers to optimise user cost savings and grid load.


International Comparisons and Lessons

UK and Northern European cities prove that with government and utility buy-in, the obstacles of on-street and rental EV charging can be overcome-using a blend of regulatory mandates, fiscal support, unified technical standards, and forward-looking city planning4.

Key takeaways:

·         Rapid, public-led charging expansion is essential before mass market demand arrives, not after.

·         Market-driven deployment alone will not solve equity gaps; government must actively target underserved and lower-income areas, even if this requires cross-subsidisation or targeted levies.

·         Close, continuous user engagement and public reporting helps maintain trust and signals real progress.


Conclusion

Jersey’s commitment to decarbonising its road transport sector is far-reaching, but without a radical acceleration and democratisation of EV charging infrastructure, the transition risks perpetuating profound social, geographic, and economic inequalities. The most vulnerable road users-renters, low-income families, and those reliant on on-street parking-stand to lose out not only on environmental and financial benefits, but also on basic mobility and economic opportunity.

The solution requires a coordinated response: investments in inclusive infrastructure, equitable policy support, and integration of climate justice principles into both transport and housing strategies. If these conditions are met, Jersey can achieve an EV transition that is both environmentally effective and socially just. If not, the island faces a future in which the advantages of cleaner transport accrue only to the few, leaving too many behind.



References (26)

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10. https://www.bbc.co.uk/news/articles/c1mn47m7973o. https://www.bbc.co.uk/news/articles/c1mn47m7973o

11. https://www.citizensadvice.je/parking-scratch-cards-season-tickets/. https://www.citizensadvice.je/parking-scratch-cards-season-tickets/

13. https://www.nj.gov/dca/dlps/home/modelEVordinance.shtml. https://www.nj.gov/dca/dlps/home/modelEVordinance.shtml

14. https://publications.parliament.uk/pa/cm5901/cmselect/cmpubacc/512/report.html. https://publications.parliament.uk/pa/cm5901/cmselect/cmpubacc/512/report.html

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19. https://sepapower.org/knowledge/disparities-in-residential-charging-access/. https://sepapower.org/knowledge/disparities-in-residential-charging-access/

20. https://legalclarity.org/nj-electric-vehicle-charging-station-laws-and-regulations/. https://legalclarity.org/nj-electric-vehicle-charging-station-laws-and-regulations/

21. https://fleetworld.co.uk/mayor-calls-for-faster-ev-charging-rollout-nationally-as-london-gets-80-new-rapid-bays/. https://fleetworld.co.uk/mayor-calls-for-faster-ev-charging-rollout-nationally-as-london-gets-80-new-rapid-bays/

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8. https://www.jec.co.uk/for-home/electric-transport/charging/. https://www.jec.co.uk/for-home/electric-transport/charging/

9. https://opendata.gov.je/dataset/income-distribution-survey. https://opendata.gov.je/dataset/income-distribution-survey

12. https://www.gov.je/Benefits/Grants/Environmental/Pages/ElectricChargerIncentive.aspx. https://www.gov.je/Benefits/Grants/Environmental/Pages/ElectricChargerIncentive.aspx

3. https://www.gov.je/environment/climateemergency/tacklingtransport/pages/electricvehicles.aspx. https://www.gov.je/environment/climateemergency/tacklingtransport/pages/electricvehicles.aspx

1. https://jerseyeveningpost.com/motoring/2023/07/25/2030-ban-on-new-petrol-car-sales-is-immovable-insists-gove/. https://jerseyeveningpost.com/motoring/2023/07/25/2030-ban-on-new-petrol-car-sales-is-immovable-insists-gove/

2. https://www.gov.uk/government/speeches/phasing-out-the-sale-of-new-petrol-and-diesel-cars-from-2030-and-support-for-zero-emission-vehicle-zev-transition. https://www.gov.uk/government/speeches/phasing-out-the-sale-of-new-petrol-and-diesel-cars-from-2030-and-support-for-zero-emission-vehicle-zev-transition

22. https://www.gov.je/News/2025/Pages/InvestingInJerseyProgramme.aspx. https://www.gov.je/news/2025/pages/InvestingInJerseyProgramme.aspx