Memorandum from Unite the Union (FT 44)
1. INTRODUCTION
1.1 This evidence is submitted by Unite
the Union, the UK's largest trade union with two million members
across the private and public sectors. The union's members work
in a range of industries including manufacturing, financial services,
print, media, construction, transport and local government, education,
health and not for profit sectors.
1.2 The Transport Section of Unite the Union,
represents over 100,000 employees employed in the various areas
of the United Kingdom (UK) freight industry. The Transport Trade
Group represents workers in all areas of freight transport including
railways.
1.3 Freight transport or as we prefer to
call it logistics is the fifth largest sector in the fifth largest
economy in the world, turning over £75 billion a year in
the UK alone and employing 2.3 million people (or one in 12 working
people in the UK).
2. EMISSIONS
AND FREIGHT
TRANSPORT
2.1 Currently transport especially road
and air transport are the focus of intense scrutiny in regards
to their CO2 and other greenhouse gas emission. The Transport
Sector of Unite clearly recognises the need to reduce these emissions
both by improvements in technology, and modal shift, provide this
is possible.
2.2 In your call for evidence you state
that International distribution patterns involving air freight
increase carbon dioxide by up to 30 times that of sea transport.
We find this statement difficult to support,
and like the debate around the emissions in regard to civil aviation
opposing sides are claiming the moral high ground in regard to
the amount of emissions produced by sea transport.
2.3 Some 90,000 ships from tankers to small
freighters ply the world's oceans and global emissions of carbon
dioxide from shipping are twice the level of aviation, one of
the maritime industry's key bodies has said[72].
A report prepared by Intertanko, which represents
the majority of the world's tanker operators, says emissions have
risen sharply in the past six years.
Previous International Maritime Organisation
estimates suggested levels were comparable with those of planes.
Intertanko says its figures are the most realistic
estimation of the current levels of CO2 from ships.
Its estimate suggests that the world's shipping
uses between 350 and 410 million tonnes of fuel each year, which
equates to up to 1.2 billion tonnes of carbon dioxide emissions.
Intertanko says that growth in global trade
coupled with ships burning more fuel to deliver freight faster
has contributed significantly to the increase.
Dragos Routa, the technical director of Intertanko,
told the BBC the figures were a work in progress but the levels
of emissions had risen sharply.
But Mr Routa argued that the much greater tonnage
carried by each vessel, compared with aircraft, meant that shipping
was still a much greener form of transporting freight around the
globe.
2.4 In contrast to the expected reductions
in emissions from land-based sources, the maritime sector is becoming
an even larger source of air pollution. It is projected that emissions
of SO2 from the maritime sector will increase by around 45% while
emissions of NOx will increase by approximately 67%. With these
growth rates, emissions of SO2 and NOx from the maritime sector
should surpass total emissions from land-based sources by 2001[73].
2.5 In 2.2 we referred to Intertanko which
was saying that the growth in global trade is coupled with ships
burning more fuel to deliver freight faster has contributed significantly
to the increase in greenhouse gas emissions. Part of the reason
for freight to be delivered faster has been the growth of just-in-time
practices in both manufacturing and retailing.
Table 2
EMISSIONS BY SECTOR FOR EU-25 (% TOTAL)
| | |
| | | |
| | | |
| % land based sources
| | | |
| | | |
| |
| SO2 |
NOx | VOC
| NH3 | PM25
|
| 2000 | 2020
| 2000 | 2020 |
2000 | 2020 | 2000
| 2020 | 2000 |
2020 |
| | |
| | | |
| | | |
| Power generation | 57.4 | 21.6
| 17.8 | 13.6 | 0.9
| 1.3 | 0.4 | 0.6
| 8.5 | 5.7 |
| Industry | 18.7 | 29.8
| 9.6 | 14.5 | 0.5
| 0.7 | 0.1 | 0.1
| 1.9 | 1.9 |
| Households | 7.6 | 7.2
| 5.5 | 10.1 | 7.2
| 9.0 | 0.7 | 0.6
| 38.7 | 39.3 |
| Transport | 4.6 | 7.7
| 61.3 | 51.2 | 38.9
| 17.5 | 2.0 | 0.6
| 28.9 | 20.3 |
| Agriculture | 0.0 | 0.0
| 0.0 | 0.0 | 0.5
| 1.0 | 91.1 | 92.7
| 3.9 | 7.1 |
| Processes | 11.7 | 33.7
| 5.8 | 10.6 | 51.9
| 70.5 | 5.8 | 5.4
| 18.2 | 25.8 |
| Total land (kt) | 8,735
| 2,805 | 11,581
| 5,888 | 10,661
| 5,916 | 3,824 |
3,686 | 1,749 | 964
|
| International sea transport (kt) | 2,430
| 3,526 | 3,557 | 5,951
| n/a | n/a | n/a
| n/a | n/a | n/a
|
| Share of land based sources % |
27.8 | 125.7 | 30.7
| 101.1 | n/a |
n/a | n/a | n/a
| n/a | n/a |
| | |
| | | |
| | | |
| Source: RAINS | |
| | | |
| | | |
|
| | |
| | | |
| | | |
2.6 You have asked how can the Government encourage and
incentivise further efficiency improvements. This we believe is
the wrong question. The question we believe that you should be
asking is: are the economic and environmental benefits of these
types of management systems more than the economic and environmental
costs of these systems? The Government we believe is myopic in
its view to efficiency and is forgetting to take into account
the environmental impact of JIT systems.
3. INTEGRATED INFRASTRUCTURE
3.1 We would like to take this opportunity to remind
the Transport Committee that transport strategy is the core element
of the Lisbon strategy for growth and jobs. It is comprised of
long-term objectives, whereby the aim in all strategic choices
is to strike a balance between economic growth, social wellbeing
and environmental protection[74].
3.2 Also at the European level transport policy has evolved
to one based on the most efficient use of different modes both
on their own and in combination (co-modality), including transport
by road. The principle of favouring one transport mode over another—intermodality—has
been abandoned, not least in order to absorb the expected growth
in passenger number and freight transport[75].
3.3 In regard to the question should the Department for
Transport (DfT) have more responsibility for planning and delivering
integrated infrastructure which might promote free movement of
goods?
3.4 Our answer to this is yes, but given the European
position is the efficient use of different transport modes or
co-modality. We would see a clear conflict between our view and
the EU, and we are also unsure as to the policy of DfT. Does it
support co-modality or intermodality?
3.5 Some indication may be drawn by what has happened
to the rail and road network in the UK compared with Europe in
general. Table 3a shows the Evolution of main networks*, EU-25,
1990-2003 (in km).
Evolution of main networks*, EU-25, 1990-2003 (in km)[76]
| | |
|
| 1990 | 2003
| % change
1990-2003 |
| | |
|
| Total network, of which: | 4,279,666
| 5,142,900 | 20% |
| Railway lines | 215441 |
198,963 | -8% |
| Roads (exc. Motorways) | 3,960,000
| 4,820,000 | 22% |
| Motorways | 41,125 | 58,100
| 41% |
| Total Roads | 4,001,125 |
4,878,100 | 22% |
| Oil pipelines | 25,400 |
28,700 | 13% |
| Inland waterways | 37,700 |
| : |
| | |
|
| |
| |
3.6 From Table 3b we can see that the total road network
in the UK has increased by 10 percent between 1990 and 2003, while
the rail network has decreased by one percent. The UK like the
rest of the EU would appear to be voting with its feet and supporting
co-modality rather than inter-modality.
Evolution of main networks*, UK, 1990-2003 (in km)[77]
| | |
|
| 1990 | 2003
| % change
1990-2003 |
| | |
|
| Railway lines | 16,584 |
16,493 | -1% |
| Roads (exc. Motorways) | 354,964
| 388,864 | 10% |
| Motorways | 3,070 | 3,478
| 13% |
| Total Roads | 358,034 | 392,342
| 10% |
| | |
|
| |
| |
3.7 Inland waterways are another area of sustainable
transport where we have not seen the expected growth in traffic,
especially freight traffic, although there have been some notable
exceptions.
3.8 We have serious concern that the main player in this
strategy, British Waterways, is more concerned with developing
its property and leisure interests rather than promoting and actively
developing freight transport on our inland waterways. The development
of waterside sites as residential properties are effectively stopping
the development of inner city quays, which could be used to promote
an increase in both freight and passenger traffic on the inland
waterways.
4. HOW CAN
ROAD SAFETY
RECORD OF
HAULAGE VEHICLES
BE IMPROVED?
4.1 In answering this question we would want to look
at two specific areas. These are drivers' hours, working patterns
and rest facilities; the second is the state of the UK road haulage
fleet.
4.2 According to the autumn 2005 Labour Force Survey
there were 709,947[78]
employee drivers by industry. Of these 54% were employed in transport,
storage and communications sector.
4.3 Data from the LFS indicates that there would appear
some reduction in the number of drivers who are working over 48
hours since the Road Transport Working Time Directive came into
force—see Table 3.
Table 4
SOURCE FREIGHT AND LOGISTICS DIVISION DFT
Year | 2002
| 2003 | 2004 |
2005 | 2006 | 2007
|
HGV Drivers working over 48 hours |
60% | 57% | 57% |
56% | 47% | 45% |
| |
| | | |
|
However, the Directive has only been in force for two and
a half years, and it would be necessary to study the for a longer
time period before drawing any firm conclusions.
The Annual Survey for Hours and Earnings (ASHE) 2007 Table
14.9a shows similar results, with 50% working more than 48 hours
per week, with 10% working over 62.7 hours per week. The LFS shows
14% working over 60 hours per week.
The median working week for all employees according to ASHE
was 37 hours per week, while the top 10% worked 44.7 hours a week.
4.4 It is our considered opinion that this long hour's
culture is linked to the number of accidents on the roads. In
2006
4.5 According to the HSE in 2005-06, there were the 217
workers fatally injured this corresponds to a rate of fatal injury
rate of 0.72 per 100,000 respectively. In 2005 109 goods vehicle
drivers were killed on the roads, this includes both drivers of
large goods vehicles and light goods vehicles. This corresponds
to a rate of fatal injury of 15.2 per 100,000 workers.
4.6 But because the cab is not classified as their place
of work, these figures are excluded from the HSE figures. We estimate
that only 10% of fatalities for goods vehicle drivers are included
in the HSE figures. If the accident occurs on the road it is treated
as a road traffic statistics, and not a work related statistic.
4.7 This problem has been recognised both by the HSE
and the police and changes to the reporting of road transport
accidents (RTA) have been implemented in an attempt to capture
this information.
However, we believe that the only way to ensure the proper
reporting of work related RTA is to bring them under the provisions
of the Reporting of Injuries, Diseases and Dangerous Occurrences
Regulations 1995 (RIDOR).
4.8 We also have concerns overloading of vehicles with
containers, there should be weighbridges s in every port instead
of outside the ports to ensure no lorry is overloaded when leaving
the port.
4.9 Also scanners that are able to see that container
loads are safely lashed and have not moved during the sea journey
should be used on containers that cannot be opened for various
reasons.
4.10 Problems with the long hour's culture are amplified
by the lack of proper rest facilities for all professional drivers.
In other areas of employment including other areas of transport,
people working away from home would be provided with or given
the funding by their employer for suitable overnight accommodation,
normally in a hotel or equivalent accommodation.
This lack of secure facilities places an obligation on the
majority of cases on drivers to sleep or take their legally required
rest breaks at their workplace ie the cab. Both the Government
and employers are effectively encouraging professional drivers
to take their rest breaks in the cab. And because their place
of work is excluded from health and safety legislation, removing
them from the protection currently afforded to other groups of
workers.
4.11 As we pointed out in the previous paragraph, professional
lorry drivers are not treated in the same way as other employees,
either by their employers, the UK Government, or even by the European
Commission. In 21st Britain there is currently no requirement
for motorway service areas (MSA) operators or other providers
to provide dedicated accommodation, eating facilities, shower
and toilet facilities for professional lorry and coach drivers.
Currently, rather than seeing an expansion of the services for
professional drivers, we are seeing roadside facilities closing.
Resulting in a further reduction in an already poor provision
of these facilities.
4.12 We are also concerned that with the increasing number
of foreign drivers on the UKs roads that there is a widely held
belief that there are differences in driving standards between
some of these European drivers and UK professional drivers. Given
that there is a common licensing arrangement we believe there
needs to establish if this belief is true for the safety of the
general public.
4.13 In regard to the enforcement of driver hour's regulations
and the safety standard of commercial vehicles we believe that
there are insufficient resources allocated to enforce the legislation.
4.14 One major problem is that we have no real estimate
of the size of the problem. As far as we are aware there has never
been a proper national survey to identify the amount of drivers'
hour's regulations breaches, or to identify what proportion of
the national fleet is overloaded or does not meet the required
safety standards.
Operation Mermaid, a multi agency operation involving the
police, VOSA and other agencies goes some way to deal with the
problem. But until the size of the problem is known, how can we
know what resources are needed to combat it?
The lack of resources means that both employers and professional
drivers will continue to break the law, because they know that
there is little or no chance of the being pulled up and their
lorry condition and driving hours checked.
4.15 Results of VOSA's vehicle checks: On the 23-10-06—the
latest information we could obtain[79]—in
regard to roadworthiness 445 vehicles were checked (251 UK-registered
vehicles and 194 foreign).
Of the 251 UK vehicles checked, 74 prohibitions were issued
with brakes and tyres being the most common defects.
Of the 194 foreign vehicles checked, 33 prohibitions were
issued.
4.16 In regards to traffic offences 223 vehicles were
checked (130 UK-registered vehicles and 93 foreign). Of the 281
UK vehicles checked, 35 prohibitions and 25 verbal warnings were
issued for drivers' hours offences.
Fifteen reports for further Investigation were issued for
drivers' records/hours, and operators' and drivers' licence offences.
Of the 93 foreign vehicles checked, 19 prohibitions and 60
verbal warnings were issued.
January 2008
Last Updated: Friday, 19 October 2007, 02:51 GMT 03:51 UK
Annex to : The Communication on Thematic Strategy on Air Pollution
and The Directive on "Ambient Air Quality and Cleaner Air
for Europe" p
72
Ships' CO2 "twice that of planes" By Matt McGrath Environment
reporter, BBC News Back
73
Brussels, 21 9.2005 SEC (2005) 1133 COMMISSION STAFF WORKING PAPER Back
74
Our emphasis Back
75
TEN/296 Bottlenecks in Transport: Working Document of the Section
for Transport, Energy, Infrastructure and the Information Society
on Bottlenecks in transport (exploratory opinion) Rapporteur;
Ms Simons 2.10 page 3. Back
76
Panorama of Transport 2007 Table 2.1 Back
77
Transport Statistics 2006 Back
78
Margin of error +/- 40,000 Back
79
http://www.vosa.gov.uk/vosacorp/newsandevents/pressreleases/2006pressreleases/23-10-06illegalimmigrantsarrestedduringoperationmermaid.htm Back
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