Carbon Emissions and Journey Times from ABP to London Bridge - Case Study Example

Engineering and Construction Integrated Design Case Study s of Learning: s Carbon Emissions and Journey Times from ABP to London Bridge ABP is the sole owner and operator of 21 ports in UK and Statutory Harbour Authority of the ports. It also serves as the Humber Estuary and Competent Harbour Authority for most ports (ABP 2012, pp.34-39). The body has been served with the obligations of reporting the impacts of climate change in relation to its roles as habour authority for Humber, Hull, Immingham, and Southampton. This feasibility study looks at the functions of habour authority and concludes that such functions are affected by climate change impacts engineering, dredging, vessel traffic services, and pilotage. These functions are analysed in respect to risks resulting from climate change. The key climate risk considered to influence the institutions’ functions is carbon emissions. The key risk identified is related to engineering functions and project development goals for the port to London Bridge (House of Commons Transport Committee 2013, Pp.Ev w4-5). This literature review is a feasibility study on greenhouse gas emissions from the transport sector between ABP and London Bridge and the models for development of public transport that aim at achieving significant reductions of these emissions. The material in this review will be used by ABP in its project expansion and construction plans for consultations and discussions. The feasibility study is divided into three parts: Part one looks at the recent projections for greenhouse in the UK and London to the year 2012. It also demonstrates ineffectiveness of the current abatement strategies. Possible strategies that are available to attain significant reductions in transport greenhouse emissions in the 10-20 year timeframe are examined. These strategies can be adopted by ABP in its construction projects to avert catastrophic impacts of climate change. It concludes that there is need to shift from cars to public transport and other modes of transport (Coburn 2010, pp.90-93). This is a unique strategy that is practical and effective within a short time frame. On the other hand, it cannot be attained without a well coordinated approach to the ABP and the city of London. Part two looks at a number of significant costs of London’s car-dependence. This implies that the growing vulnerability to rising costs of travel and housing between ABP and London Bridge are examined. Part three is an analysis of current increases in public transport patronage and the challenges of crowded trains and the proposed model for public transport. 1.0 Greenhouse Gas Emissions The Kyoto Protocol provisionally estimated UK emissions at 571.6 million tonnes of carbon dioxide. This was a 3.5% increase in 2012 when compared to the 2011 figure of 552.6 million tones. Carbon dioxide remains the main greenhouse gas accounting for 83% of UK’s gas emissions in 2011. The year 2012 gas emissions for carbon dioxide were estimated to be 479.1 million tonnes. This implies that the 2012 carbon dioxide emissions were 4.5% of the 2011 figure. Between the two years, there was incredible increase of carbon emissions form main sectors; energy supply sector (5.5%, 9.9 Mt), residential sector (11.8%, 7.8Mt), business sector (4.8%, 3.6Mt). A reduction of 1.2% (1.4Mt) in the emissions was recorded form the transport sector from 2011. These sectional breakdowns rely on source emissions that are in contrary to end user activity. However since 1990, there has been a decrease in UK carbon dioxide emissions by around 19%. This decrease is attributed to the decrease in overall energy consumption over the period by approximately 3%. This means that if the figure is adjusted to create room for the effect of temperature, then the energy consumption has reduced by approximately 6% between 1990-2012. Several factors explain this effect for example; changes in efficiency in generation of electricity, and changing from coal to less carbon intensive fuels like gas. Table 1: Sources of carbon dioxide emissions, 1990-2012 (Mt) Year/Source Sectors 1990 1995 2000 2005 2008 2009 2010 2011 2012(p) Energy Supply 241 210 203 216 213 190 195 182 192 Transport 120 120 125 129 125 121 119 117 116 Business 113 107 107 97 90 79 79 76 79 Residential 79 81 87 84 80 75 87 66 74 Other 39 36 31 27 23 17 18 17 18 Total 592 554 553 554 531 481 498 459 479 NB: (p) 2012 are provisional estimates. Figure 1: Total Carbon Emission from Source Sectors The figure above shows total emissions of carbon dioxide from source sectors in the recent years. It is interesting to note that the trend line has a downward trend implying that the rate of carbon emission has been decreasing over the years studied. The United Kingdom is ranked the eighth largest emitter of carbon dioxide. The city of London is responsible for emitting 8% of these emissions, delivering 44million tones of carbon dioxide annually. Transport sector accounts for 22% of carbon dioxide emission while road based modes is made up of 81% of the total. Fig. 2: Carbon Emissions from the London’s Transport (100%=9.6 million tones Carbon Dioxide) There is great need to reduce greenhouse gas emission. These reports provide sufficient evidence and that there is need to stabilise the emissions within the next 10-20 years. The most probable actions to be taken in the private sector have been discussed and tested internationally. The effectiveness of these models in reducing greenhouse emissions are well captured as well as the conditions required towards successful implementation. The three main approaches used are; Cleaner car-use that emphasizes on fuel efficiency, fuel substitution, and increased occupancy rates. Reduction of fuel consumption will require strict regulations and changes to the policies of the transport industry. Although the average age of London car fleet has diminished in the recent years, it still remains high. Rapid change over of the fleet remains impossible if there is no significant government intervention at Commonwealth level. The past growth in greenhouse emissions from cars resulted from huge increase in the number of vehicles and the distance covered by each car. Car-use has increased due to the increasing rate of population growth, high quality road space and better parking facilities, and the absence of possible means for many trips. Another viable option is fuel substitution that includes direct replacement of petrol and diesel with bio fuels or development of alternatives through battery-powered vehicles. A long-term replacement is required for transport energy generated from fossil fuels. There is high possibility that any other fuel source will sustainably support the increasing levels of travel demand. Reduction of trip numbers and length This is achieved by increasing residential densities and clustering destinations as well as changes to work practices. There is great potential in increasing residential densities and development activities to reduce transport emissions. However this potential can only be realised when good public transport services is provided. This is a long-term project. Reducing the number of car trips by improving travel time and convenience for public transport, cycling, and walking Since there is need to reduce greenhouse emissions to avert the dangerous climate change, there is need to reduce the number of motorised travel between London Bridge and ABP. Potential strategies such as working from home seem beneficial to the program. The journey to work data gathered from 2006 census shown below gives the relevance of alternatives in London Bridge and ABP today. There is great potential in reducing the performance of non-car models so as to reduce greenhouse gas emissions in the next decade (Department for Environment Food & Rural Affairs 2013, pp. 1-5). Table 2: Journey to Work between ABP and London’s Bridge Mode of Transport Journeys Percentage (%) Car Drivers 1,027,149 72.6 Car Passengers (Car pooling) 79,023, 5.6 Public Transport 196,721 13.9 Walked only 50,894 3.6 Bicycle 18,909 1.3 Other Modes (taxi, motorbike, or trucks) 42,793 3.0 Distribution by mode of non-car work journeys between ABP-London’s Bridge (target population= 6.3million) Fig. 2: Distribution Mode of Non-car Work Journeys Fig. 3: Carbon dioxide emissions by most-used motorised transport modes in London When occupancy rates for cars and public transport is done, greenhouse emissions will be reduced automatically. Despite this fact, international experience reveals that attempt to improve occupancy rates for public transport is successful. There are proven technologies that have improved travel times and convenience of public transport. These technologies also contribute to reduced high-car use between ABP and London Bridge. Walking and cycling have proved to be better modes of transport for whole journeys and part of public transport journeys. The main obstacle towards this strategy is the priority given to most road management decisions when maintaining and improving conditions due to large volumes of car traffic. 1.1 Policy Approach Research reveals that growth in car-use is expected when coordinated disincentives for car use and incentives for viable alternatives are implemented. This is an effective long-term plan that ABP can use to manage its location and shape urban development. Investments in freeways and public transport seem to offer incentives for cars and public transport. This implies that it is the duty of ABP to initiate a well coordinated transport policy framework that inhibits car use. 2.0 Costs of Car-Dependence 2.1 Spatial Inequalities According to spatial distribution index research conducted by Griffiths University, there is high casts of car-dependence among the middle and outer suburban citizens in London. The VAMPIRE index implies that there is great vulnerability: high house hold exposure to rising cost of both urban travel and housing interest rates but less financial capacity to allow the increases. There is drastic increase in cost of housing and transport in outer suburb away from the rail lines with the estates scoring high. This means that public transport system plays a critical role in ameliorating mortgage and vulnerability to oil. The group at the end of the rental market are also vulnerable to increased costs of travel. Areas with high concentrations of public tenants have poor means of transport. 2.2 Car Dependence Costs Today, most households in London own more than one car. Research reveals that owning a small car such as a Toyota Corolla costs around $150 per week as at 2006 average fuel prices. This is under the assumption from loan taken from the cost, its sale after five years, and the average drive of 15,000km annually. Second cars are deemed expensive since a similar car is used for over five years, run for 10 years until its value depreciates bit driven for only 10,000km per year. This implies that the total cost for the car is around $95 per week. On the contrary, the current price for Zone 1+2 is high therefore; public transport offered is of comparable convenience. The number of households in the area having more than two cars is high. A strategy of removing a car from each household would cut ABP-London Bridge car fleet by a third. Greenhouse emissions from the cars are equivalent to 1.5 million tonnes of carbon dioxide per year (National Grid 2011, p.5). 3.0 Improving Public Transport The previous sections focused on making better use of public transport in ABP-London Bridge. In this case, the focus is environmental sustainability. This part lacks a clear analysis due to failure in public transport. This section focuses on current performance of public transport in ABP to London Bridge and the possible steps to realise the potential (Hampshire County Council, no date). 3.1 Growth in Patronage Attention is drawn to the experience of crowded passengers and those not able to board trains. The government attributes this scenario to increased growth in public transport in the past two years. Preference for public transport has changed in the previous years. In the measurement techniques, this change is due to substantial growth in per capita train patronage. It is acceptable that new train users access public transport for external reasons. The increased growth in employment in the city due to the project put preference on use of train as an alternate mode of transport rather than the car (Committee on Climate Change 2013, p.15). As the fuel prices increase, the people had alternative to driving but since there are no public transport options, there is limited shift to public transport. Crowded trains are increasing frustration among train passengers hence deteriorating reliability rather than patronage growth. The peak periods face cancellations with the running trains getting late. The lateness is attributed to loading times because of increased patronage although it cannot explain the reason for many cancellations (National Grid 2011, p.5). 3.2 New Public Transport Model The question at hand is: How can public transport in ABP-London Bridge be organised so that it meets the increasing demand, future patronage and reduce greenhouse emissions? The important principle in urban network model is use of rigorous planning and high standards of service delivery. These principles enable delivery of flexible transport modes for travellers. Flexibility refers to the easiness created to travellers to transfer between different modes of transport. With a regular grid, an efficient service pattern will offer various ranges for possible destinations through single transfer. Through a rigorous plan and high standards of service delivery, the transport system will meet the demand for potential users, as well as existing tracks and vehicles (National Grid 2011, p.5). Reference List ABP (2012). Corporate Responsibility Report 2012, Associated British Ports, ABP, London; England. pp. 34-39. Coburn, R. (2010). Port of Plymouth Evidence Base Study, Final Report Vol. 2: Appendices, Atkins, London; England. Pp. 90-93. Committee on Climate Change (2013). Reducing the UK’s Carbon Footprint and Managing Competitiveness Risks, London Publishers, London; UK. pp. 15, 75. Department for Environment Food & Rural Affairs (2013). Defra Official Statistics Release: UK’s Carbon Footprint 1997-2011, Rocky Harris Nobel House, London; UK.pp.1-5. Hampshire County Council (no date). Local Transport Plan 3: Strategy for South Hampshire, South Hampshire City Council, UK. House of Commons Transport Committee (2013). Access to Ports, Eighth Report of Session 2013-14, Vol. II. The Stationery Office Limited, London; England. Pp.Ev w4-5. National Grid (2011). Yorkshire and Humber Carbon Capture, Transportation and Storage Project; Feedback Report on Stage One Consultation, National Grid House, Warwick; England. P. 5. Read More