Sustainable Transport and the Environment Guide - Unite the Union

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The aerospace industry cannot produce new aircraft swiftly enough to fully replace existing fleets before 2020. As a consequence existing fleets will need to continue operations. These older passenger aircraft tend to end their working lives as freight only carriers. As a result even if the new technology is implemented on aircraft entering service, drop in solutions will also be needed to enable the existing fleets to reduce their impact. Indeed a more problematic and possibly more difficult questions that may have to be asked is to what extent is it possible to have a growing and sustainable aviation sector, and how such a system could seamlessly integrates with other sustainable transport networks. A further consideration is of the sustainability of off-shoring the service industry, manufacturing and agricultural production still further and further from the end consumer, both in terms of environmental and employment impacts, even if this would have increased the number of jobs in the transport sector. Therefore the CAT National Committee supports the introduction of focused carbon offsetting schemes, but not as an alternative to carbon pricing, with robust regulation in place to ensure the scheme is making real sustainable reductions in emissions, without putting UK jobs at risk in the long term. The CAT National Committee recognises that aviations contribution to CO 2 is greater than a number of other industries. Its working assumption is the through radiative forcing its impact is twice that of some other industries. As there have not been any studies into the radiative forcing levels of other transport modes, this figure will be kept under review and changed if necessary if and when further scientific evidence becomes available. The CAT National Committee reconfirms its support for the ETS and calls for the introduction of a world wide emissions trading scheme for civil aviation. Also it should campaign for a scheme to be introduced either in the EU or worldwide for the decommissioning of more polluting aircraft. The CAT National Committee want to see the ending of the Air Passenger Duty when the EU Emissions Trading Scheme starts operation. If Air Passenger Duty is maintained, then the revenue stream should be hypothecated and used for environmentally friendly civil aviation projects. i.e. research, development and implementation of new operational practices and technology. The Department for Transport (DfT) recognises that transport needs to play a key role in helping to deliver reductions in emissions of CO 2 . Yet some means of transport are more sustainable than others. Paradoxically, road transport emits six times more carbon dioxide per passenger mile than rail, but motoring costs have fallen in recent years. Meanwhile, rail is far more carbon efficient, but rail fares have increased steeply. 43 43 Greening the workplace, a report by the TUSDAC unions, 2005. 45
The CAT National Committee calls on the Government to recognise the vital importance of developing high-speed intercity rail network that will offer passengers a realistic affordable alternative form of long-distance travel within the UK. The CAT National Committee further calls on the Government to support a major review of fast and efficient public transport access to the UK’s major airports. However, this review should take into account the problems facing staff travelling to and from the airport early in the mornings or late in the evenings. 3.7 Conclusions The future of the civil aviation in the UK, in Europe and globally is difficult if not impossible to predict. However, there is one thing that will be certain, it will not be uncontroversial! The divided views of scientists, environmentalists, politicians and those who work in the industry will make sure of that. The decisions taken by the Unite will affect this debate to some degree. It will have balance issues of growth and employment in the industry, against the environmental costs the industry produces. The Civil Air Transport Committee briefing, on Aviation and the Environment may help you in the decision making process, but it does not pretend to have the answers to these difficult decisions only suggestions. 46
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 and 10: There are some sustainable transpor
Page 11 and 12: contribution from Unite is hopefull
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: turboprop will burn 35% less fuel t
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
Page 61 and 62: oil contains high concentrations of
Page 63 and 64: The majority of container shipping
Page 65 and 66: CO 2 emissions in 2007 to 15 per ce
Page 67 and 68: 5 Passenger Services Trade Group: T
Page 69 and 70: has an important part to play in en
Page 71 and 72: Total Greenhouse Gases by Buses & C
Page 73 and 74: enormously punitive but that would
Page 75 and 76: Percentage of the Total Greenhouse
Page 77 and 78: More than two thirds of journeys ma
Page 79 and 80: 6 Road Transport Commercial 6.1 Int
Page 81 and 82: The intra-EU freight transport, whi
Page 83 and 84: During the 1990s, there was a signi
Page 85 and 86: Light Duty Vehicles Carbon Dioxide
Page 87 and 88: Tackling the sectors’ environment
Page 89 and 90: Taxi drivers more affected by trans
Page 91 and 92: the European Court of Justice - the
Page 93 and 94: CPC training - all drivers have 5 d
Page 95 and 96: Appendices Appendix 1 Input-based m
Page 97 and 98:
Appendix 3 GREENING YOUR WORKPLACE
Page 99 and 100:
language, and has a good section on
Page 101:
100
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