Sustainable Transport and the Environment Guide - Unite the Union

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destination in one go but they can often take them part or the majority of the way in many instances and in partnership with other modes of transport clearly have a lot to offer in delivering a sustainable transport plan. Rail fares in Britain are on average 50 per cent higher than the rest of Europe and until this is addressed it is unlikely that railways will become a sustainable transport option for the majority of UK citizens. Rail transport is more fuel efficient and more jobs intensive than road transport, both in terms of day to day operations and the infrastructure required (ie road or track). Carrying freight by rail results in an 80% cut in CO 2 emissions per Kilogram carried compared to road haulage. Contrary to the belief of some, policy in the T&G, which forms the overwhelming bulk of Unite’s transport membership, has historically favoured rail building over roads and continues to do so. However, government investment both in the UK and the EU has favoured road building over rail, with rail employment falling and road freight employment growing, in recent years due in part to the increase in JIT systems. Although the majority of our freight in the UK travels by road, there has been a steady increase in the amount of freight being moved by rail. Switching more of this to rail could result in a dramatic reduction in CO 2 emissions, as well contributing to a reduction in road congestion. A large number of flights from London airports are to destinations that can, or could, be reached by high speed rail. Switching these journeys to rail would be particularly beneficial as short haul flights produce a high proportion of more dangerous emissions and are particularly fuel inefficient, because take off uses up to 25 percent of the overall fuel. High speed rail produces only a fraction of such emissions. Funds generated through taxation of fuel and air travel should by hypothecated for the development of greener travel options, to improve environmental performance dramatically whilst avoiding a political backlash. It is the union’s current policy to support the expansion Heathrow provided it meets the environmental targets set out in the Aviation White Paper. We have noted the report by the independent House of Commons research department in February 2009 which cast some doubt both on the projected level of economic benefits, arguing it was nearer to £1.5 billion or less rather than £8.2billion, partly because it their costbenefit analysis “does not consider” alternative schemes which this union also supports, such as high speed rail. However, other reports have come to the opposite conclusions As the ILO report states: “A shift towards more sustainable transport is feasible, but it requires careful planning and transition measures.” Central and national government bodies need to work on the development of solutions for the national network and international networks. Given that these projects need a long-term strategic focus, which will not come from the private sector. Progress on means to ensure how national and international networks are developed should include those who work in the transport industries, and especially those working on the front line. All too often managers who have little or no experience of the realities of the transport networks are the ones who influence policy. This 9
contribution from Unite is hopefully a beginning to such a direction of travel on transport policy. GRAHAM STEVENSON National Organiser – Transport - Transport and General Workers’ Union Section Unite the Union March 2009 10
Page 1 and 2: SUSTAINABLE TRANSPORT AND THE ENVIR
Page 3 and 4: Table of Contents Page Acknowledgem
Page 5 and 6: emissions of CO2 from UK aviation..
Page 7 and 8: might bring about economic efficien
Page 9: There are some sustainable transpor
Page 13 and 14: taking action, would, he said, lead
Page 15 and 16: 2003 30,000 older people across Eur
Page 17 and 18: Greater fuel economy that reduces C
Page 19 and 20: 2.6 Sustainability and economic imp
Page 21 and 22: as electric and hybrid electric veh
Page 23 and 24: Air to rail Six out of ten flights
Page 25 and 26: Technological solutions: Technology
Page 27 and 28: contributing to rainforest destruct
Page 29 and 30: Currently all corporations are lega
Page 31 and 32: projected by the DfT’s 2003 white
Page 33 and 34: Between 1987 and 2007 the UK market
Page 35 and 36: Dependant on the message you wish t
Page 37 and 38: The move reflects a decision by the
Page 39 and 40: are concerns that biofuels actually
Page 41 and 42: Unite is currently campaigning to r
Page 43 and 44: overall effects of contrails and th
Page 45 and 46: turboprop will burn 35% less fuel t
Page 47 and 48: The CAT National Committee calls on
Page 49 and 50: unaccustomed portion of the famousl
Page 51 and 52: lorries but do not operated in the
Page 53 and 54: aspect is crucial for ports, which,
Page 55 and 56: Look to new technology to provide l
Page 57 and 58: From Table we can although waterbor
Page 59 and 60: 4.7: Shipping The problem shipping
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oil contains high concentrations of
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The majority of container shipping
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CO 2 emissions in 2007 to 15 per ce
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5 Passenger Services Trade Group: T
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has an important part to play in en
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Total Greenhouse Gases by Buses & C
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enormously punitive but that would
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Percentage of the Total Greenhouse
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More than two thirds of journeys ma
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6 Road Transport Commercial 6.1 Int
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The intra-EU freight transport, whi
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During the 1990s, there was a signi
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Light Duty Vehicles Carbon Dioxide
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Tackling the sectors’ environment
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Taxi drivers more affected by trans
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the European Court of Justice - the
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CPC training - all drivers have 5 d
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Appendices Appendix 1 Input-based m
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Appendix 3 GREENING YOUR WORKPLACE
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language, and has a good section on
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