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Useful Facts and Figures
In the past ten year rail freight has grown by 70 per cent; in the year 2007/08 rail freight moved 21,18 billion net tonne kilometres. Graphs of railfreight growth. Rail has 12% of the UK surface freight market (i.e. road + rail). There is significant suppressed demand for rail freight with forecasts showing the potential to double tonnes carried by 2030 including a fivefold increase in container rail freight according to RFG and FTA.
More than £1.5 billion private investment in locomotives, wagons, facilities and systems has taken place since 1995.
The economic, social and environmental arguments for rail freight
Economic
Environmental
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Transport is the fastest growing source of climate change. Road transport alone account for 26% of UK emissions
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HGV traffic has grown by 20% with a 14% rise in CO2 emissions.
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HGVs are responsible for 20% of carbon dioxide emissions from all domestic transport and road freight now account for 8% of UK carbon dioxide emissions
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92% of domestic transport emissions are from road modes – Carbon Pathways DfT 2008
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Transport overall is responsible for 28% of carbon dioixide emissions in UK – Carbon Pathways DfT 2008
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Per tonne carried, rail produces between five and ten times less emissions than road transport – EWS March 2007
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Energy efficiency is directly related to carbon dioxide emissions, rail is significantly more energy efficient than other modes with the exception of shipping. Per tonne carried, road transport will requires between 4 to 7 times more energy than rail. – The case for rail, Railfuture 2004
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The Government committed to increasing the target to cut greenhouse gas emissions to 80% instead of 60 per cent target by 2050. –Secretary of State for Climate Change and Energy 16th October 2008.
- The health impacts of traffic pollution cost £11.1bn each year. Source: Environmental Transport Association
- Rail overall produces 1.7% of the total UK emissions of Carbon dioxide compared to 21% from road transport – Carbon Pathways DfT 2008
Safety
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Over 82% of HGVs exceeded their speed limit of 50 mph on dual carriageways and almost three-quarters exceeded the 40 mph limit on single carriageway non-built up roads in 2007. Source: DfT Transport Statistics Traffic Speeds Figure 3.5C for 2007 issued July 2008
Blameworthyness ratio – lorries and LGVs had the highest blame orthiness ratio of all work vehicles, over 4 times higher than buses (PCVs, taxis and emergency vehicles – Road Safety Research Report no 58 Nottingham University for DfT: In depth study of work related road traffic accidents August 2005
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HGV/LGVs are responsible for more fatalities than any other work vehicle type regardless of blame. In particular on rural A roads and motorways, reasons = poor observation, close following, fatigue, load problems, vehicle defects & time constraints. A quarter of fatalities are caused by LGV/HGV drivers breaking the speed limit. Road Safety Research Report no 58 see bullet above for DfT August 2005
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RAC Foundation survey found that HGVs were the second biggest fear for motorists travelling on motorways. Trailgating was the highest - 2005.
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More people have been killed on Britain’s roads since the Second World War than the number of British soldiers killed on active service during the war. Source: Slower Speeds Initiative
Statistics Updated on 17th October 2008 by Freight on Rail
(DfT = Department for Transport)
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