THE EFFECT OF THE ROAD HAULAGE INDUSTRY
ON THE ENVIRONMENT
11. The road haulage industry makes a significant
contribution to pollution. Heavy goods vehicles make up less than
two per cent of all vehicles,[45]
but because they are more heavily used than most vehicles they
account for 7 per cent of all vehicle kilometres travelled in
the United Kingdom. Nevertheless, they are responsible for 32
per cent of all emissions of nitrous oxides from vehicles and
42 per cent of emissions of PM10 fine particulate matter.[46]
They also account for 24 per cent of the total amount of carbon
dioxide generated by road transport.[47]
Moreover, the environmental record of road haulage compares poorly
to that of rail freight: it has been claimed that, per tonne kilometre,
rail produces less than 25 per cent of the carbon dioxide produced
by road transport, and one third the amount of nitrous oxide.[48]
12. As well as generating pollution, lorries affect
the environment in other ways. For example, as the Government
pointed out, "noise from heavy goods vehicles can be intrusive,
especially at night or in sensitive urban areas".[49]
In rural areas there is concern about 'rat-running' by large lorries
along roads not suited to such vehicles, which can "damage
road surfaces, disturb the tranquillity of the countryside and
intimidate vulnerable groups, such as pedestrians and cyclists".[50]
Large, slow-moving lorries also cause congestion in towns and
cities, particularly when manoeuvring through narrow streets.
13. It is generally accepted that the road haulage
industry does pollute and cause nuisance. Nevertheless, several
of our witnesses drew attention to the steps taken by the industry
and the Government, particularly in recent years, to improve the
situation. The Lex Transfleet Report on Freight Transport 2000
says that "while it is true that road freight activity does
generate pollution, standards have been raised over time and goods
vehicles emissions are now at much lower levels than in the past
... Much of this change has been brought about by technology,
driven by competition, but also by a series of increasingly exacting
rules and regulations brought in throughout Europe".[51]
It cites evidence that the total emissions of nitrous oxides and
PM10 particulates from goods vehicles peaked in 1990, and have
fallen by more than half since then.[52]
The Freight Transport Association told us that "the environmental
impact of goods vehicles continues to fall due to the introduction
of newer less polluting vehicles and more efficient distribution
systems which optimise vehicle usage".[53]
14. A number of policies are responsible for reducing
the environmental impact of heavy goods vehicles. From April 1991,
new limits on pollution in the United Kingdom required the manufacturers
of diesel-powered heavy goods vehicles to fit emission control
equipment to cut emissions of carbon monoxide and nitrous oxides
by 20 per cent below the level then generally being met by the
haulage fleet, and emissions of hydrocarbons by 30 per cent.[54]
In October 1993 standards set by the European Union, known as
'Euro I', came into force, which aimed to reduce the permitted
level of carbon monoxide emissions by 60 per cent, hydrocarbons
by 50 per cent, and nitrous oxides by 45 per cent.[55]
The 'Euro II' standards, introduced in October 1996, cut the particulate
limit by more than a half, and required further reductions in
nitrous oxide emissions. The Government says that the "industry
responded to these challenges by increasing the use of turbocharged,
charge-cooled, electronically controlled systems".[56]
These changes to the limits for emissions have been coupled with
active enforcement measures by the Vehicles Inspectorate.
15. The Government claims that "progressive
tightening of emission standards, together with improvements in
fuel quality, is leading to a significant reduction in pollution
from heavy diesels as the existing heavy goods vehicle fleet is
renewed. By 2005, emissions of particulates will have been cut
by two thirds and nitrous oxides by half compared to 1995 levels".[57]
However, as we have pointed out, the use of heavy goods vehicles
is expected to grow sharply during the same period. Consequently
European Union member states have adopted new emission limits.
From October 2001, new 'Euro III' limits will come into force,
which aim to reduce emissions by a further 30 per cent.[58]
Additional reductions beyond 'Euro III' have already been agreed.[59]
16. Improvements in engine technology have been supported
by attempts to reduce pollution through improving the quality
of fuels used by heavy goods vehicles. For example, after the
1998 Budget the duty levied on a litre of ultra-low sulphur diesel
was two pence less than for conventional diesel,[60]
a decision intended to "ensure that this fuel [ultra-low
sulphur diesel] continues to offer significant improvements in
urban air quality".[61]
The effort to encourage the use of ultra-low sulphur diesel has
proved successful: in the 1999 Budget, the Chancellor was able
to report that "by the end of the year, almost all producers
will have switched to this cleaner fuel [ultra-low sulphur diesel].
This alone will cut their emissions by 20 per cent".[62]
Moreover, the European Union has established strict controls on
the quality of diesel which came into effect on 1 January 2000.[63]
17. Operators themselves, with the encouragement
of the Government, have taken a number of practical measures to
reduce the pollution and nuisance caused by lorries. The Cleaner
Vehicles Task Force, which is chaired by the Minister for Transport,
and which includes representatives of vehicle manufacturers, fuel
suppliers and trades unions,[64]
is intended to "promote environmentally friendly vehicles
that people and businesses will want to buy and to use ... vehicles
which are cleaner, quieter, more fuel efficient and less resource
intensive; improve the environmental performance of the existing
vehicle stock; and in addition encourage the use of cleaner fuels;
and promote more environmentally friendly driving styles".[65]
The Task Force has recommended a number of measures to improve
the environmental performance of the existing fleet of vehicles,
including better maintenance and the retro-fitting of devices
such as particulate traps.[66]
The Government has also supported an advisory group on 'body rattle'
to try to reduce the level of noise generated by heavy goods vehicles;[67]
in addition, new restrictions have been placed on the noise generated
by engines, brakes, and by the interaction between tyres and the
road surface.[68]
18. As well as seeking to reduce emissions and limiting
noise and other nuisances, steps have been taken to improve the
efficient use of diesel and other fuels by lorries, and thus cut
carbon dioxide emissions, conserve finite fossil fuel stocks,
cut costs, and allow operators to be more competitive. Efforts
have also been made to ensure that vehicles are used as efficiently
as possible by, for example, ensuring that outward loads make
optimum use of a lorry's capacity, and by encouraging hauliers
to find loads for their lorries on return journeys, once a delivery
has been made, thereby minimising 'empty-running'. Now, according
to the Lex Transfleet Report on Freight Transport 2000,
80 per cent of lorry fleets use between 71 per cent and 100 per
cent of each lorry's capacity on its outward journey, and 36 per
cent of the fleets surveyed used all of their capacity.[69]
However, although 78 per cent of vehicles return with a load of
some sort, only 39 per cent of trucks use more than half of their
capacity, and fewer than one in six is fully loaded.[70]
Thus, although the Freight Transport Association told us that
the road haulage industry had introduced "more efficient
distribution systems which optimise vehicle usage",[71]
it is clear that some progress might still be made.
19. In short, considerable steps have already been
taken to reduce the impact of lorries on the environment. The
Road Haulage Association told us that "trucks are more fuel
efficient, emit 80 per cent fewer emissions, [and] do
less damage to buildings as a result of improved suspension systems".[72]
The Freight Transport Association assured us that "the environmental
impact of goods vehicles continues to fall".[73]
Moreover, changes in legislation, particularly in Europe, will
force the industry to become even cleaner in future. Nevertheless,
problems remain: for example, road haulage is a significant, and
growing, source of carbon dioxide, the most common 'greenhouse
gas'.[74]
Thus although welcome steps have been taken to reduce the pollution
and nuisance caused by the road haulage industry, the industry
continues to be a significant source of pollution, and should
continue to improve its environmental record: in particular it
should develop policies to reverse the current upward trend in
its contribution to carbon dioxide emissions.
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