Sustainable Transport and the Environment Guide - Unite the Union

More documents

Recommendations

Info

Average length of haul: 1990 - 2006 140 120 Kilometres 100 80 60 40 1990 1995 2000 2005 Year Figure 6.3: Average length of haul 1990 - 2006 Rigid Articulated All Lorries 6.3 Van Traffic CO 2 emissions from vans carrying freight have been estimated using an output based approach. This used data from the 2004 Survey of Van Activity (Department for Transport, 2004) and estimates of average fuel consumption from other sources. Allowance was made for the fact that vans, unlike trucks, are used for purposes other than the carriage of freight. In 2004, only 35 per cent of the distance travelled by company-owned vans involved the collection and/or delivery of goods or related empty running. Commuting to and from work accounted for a similar proportion of the distance travelled. It is not possible, on the basis of available data, to calculate fuel efficiency and CO 2 emissions specifically for freight collections and deliveries. It will simply be assumed that freight-carrying vans account for around 35 per cent of total van kilometres and a similar proportion of the CO 2 output from the van sector. It is not possible to monitor trends in the amount of CO 2 emitted by vans carrying freight as the Van Activity survey is only conducted occasionally. Indeed there have only been two official surveys of van traffic over the past 16 years which measured the weight of goods transported in these vehicles (in 1992-3 and 2004). The National Atmospheric Emissions Inventory (NAEI) contains data for the period 1990-2004 for CO 2 emissions from vans. This does not differentiate emissions by trip purpose, however. This is important as the balance of freight-related and non-freight work undertaken by small vans is likely to have changed significantly over the past fifteen years, reflecting the growth and transformation of the service sector. 83
Light Duty Vehicles Carbon Dioxide (as Carbon) 1990 - 2006 2010 2005 2000 ktonnes 1995 1990 1985 1990 1995 2000 2005 Year Figure 6.4: Light Duty Vehicles Carbon Dioxide (as carbon) 1990 -2006 6.4 Some policy options to be considered by the RTC National Committee This is not an excusive list and there are different categories of instruments, which aim to promote modal shift and promote sustainable employment Give incentives for emission reduction and energy saving. The generated income from pricing/ taxation of transport should be used for maintenance and the supply of better transport infrastructure, as well as for more public passenger transport. Also some of this income should be used to improve the enforcement of driver’s hours regulations and vehicle safety standards related to road transport activities. The price of transport influences the modal choice. A market based instrument to promote a modal shift towards more sustainable transport modes is the internalisation of external environmental and social costs. Avoid un-necessary transport and reduce empty running 84
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 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
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: During the 1990s, there was a signi
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
show all

Sustainable Transport and the Environment Guide - Unite the Union

Create successful ePaper yourself

Delete template?

Save as template?