Sustainable Transport and the Environment Guide - Unite the Union

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4.6: Inland Waterways In the UK our waterways are an integrated part of a complex, sensitive and partly threatened ecosystem. Therefore, inland navigation in the UK should be performed in an environmentally sustainable way as it is energy efficient, quiet, uses little space and thus makes the sector one of the least environmentally damaging mode of transport. It is only responsible for 1.5 per cent of transport CO 2 emissions in the EU- 25, which is on the one hand due to its low average fossil fuel consumption but on the other hand due to its ability to carry high weights of freight over long distances. Consequently, emissions of other harmful air pollutants such as SO x , NO x and particulate matters are also comparably small. At present, however, the capacity of inland waterway vessels is not even fully utilised as they could handle even much greater volumes. Further reduction of fuel consumption and emissions may be achieved by energyefficiency measures, such as improved and innovative technologies and vessel concepts. However, these measures cannot be implemented immediately as vessels have a very long lifetime. Therefore it is not only necessary to construct environmentally friendly new vessels but also to modernise existing ones. The modernisation of vessels, however, is not only important for the environment but also for improving working and living conditions on board. One crucial step in this direction is the installation of River Information Systems, which support the planning and management of transport operations by enabling an optimal cruise speed and an optimal operation of vessels. Inland navigation is not harmless but has various environmental effects on the local and regional river ecosystems, such as whirling up of fine sediments due to intense traffic, an increase of the suspended particles in the rivers, the re-suspension of sediments and due to the jet of ship propellers a relocation of sand and gravel. This may not only have a direct impact on species living along river banks but may also damage the hydraulic conditions of the river banks. The extent of the damage depends on the size of the ships, the load, speed and direction of traffic. Waste from ships is another environmental issue: Mineral oil is brought into rivers in the form of bilge oil and the dumping of wash waters from tank cleaning into rivers can be found despite existing regulations. Lastly there is the potential risk of accidents, although seldom occurred, where potential quantities of hazardous substances could come into the water and harm the environment. The basic conflict is that natural rivers need diversity while inland navigations needs stability and the rivers adjusted to the ships. Therefore, it is necessary to apply a holistic and proportionate approach which balances the interest of the users and the ecosystem and also takes into account the workers on board the vessels and those working to maintain the rivers and the canals. Although the importance of the inland waterways has decline in regards to the transportation of freight, they can have an increasing important role in an integrated and sustainable transport system. 55
From Table we can although waterborne freight in the UK declined over all by a total of 9.4 per cent it was at its lowest in 2004 when it declined by 20.9 per cent to 1.63 billion tonnes-kilometres. Inland water traffic 1999-2007 billions tonnes-kilometres 2.50 2.00 1.50 1.00 0.50 0.00 1999 2000 2001 2002 2003 2004 2005 2006 2007 Year internal Coastwise Foreign one-port Total Source: Table 2.3 Waterborne Freight in the United Kingdom 2007 Figure 4.2: Inland water traffic 1999-2007 billion tonnes kilometres 56
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SUSTAINABLE TRANSPORT AND THE ENVIR
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Table of Contents Page Acknowledgem
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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 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: Look to new technology to provide l
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
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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
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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
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