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TOWARDS SUSTAINABILITY
The UK AutomotiveSector
Sixth Annual ReportData
2004
®
10. SOCIAL PERFORMANCE 2110.1 Employee Profiles and
Development 21 10.2 Health and Safety 2210.3 Training 2310.4 Staff Turnover 23
11. STAKEHOLDER AND COMMUNITYENGAGEMENT 24
12. SECTOR ISSUES – SUSTAINABILITY MOBILITY
12.1 Air Quality 2612.2 Road Space Utilisation 2812.3 Safety 3012.4 CO2 3212.5 Sustainable Mobility – Virtuous
and Conflict 34
FURTHER CONTACTEnvironment GroupThe Society of Motor Manufacturers and Traders LimitedForbes HouseHalkin StreetLondonSW1X 7DSUK
Telephone: +44 (0)20 7344 9200E-mail: [email protected]: www.smmt.co.uk
Content1. Chief Executive’s Statement and
Signatories 32. Location Map 43. Data and Report Coverage 54. Executive Summary and Key Indicators 65. Sector Profile 7
6. PRODUCT – Environmental Performance6.1 Average New Car CO2 Emissions 86.2 Sales of Alternatively Fuelled Vehicles 96.3 UK Average New Car Fuel Economy 106.4 CO2 Trends by Vehicle Excise Duty
(VED) band 116.5 Tailpipe Emissions 116.6 Vehicle Recycling 126.7 Vehicle Weights 12
7. PRODUCTION AND DISTRIBUTION ENVIRONMENTAL INPUTS 13
7.1 Signatories‘ Energy Use 147.2 Signatories’ Water Use 14
ENVIRONMENTAL OUTPUTS 157.3 Signatories’ CO2 Emissions 167.4 Signatories’ VOC Emissions 167.5 Signatories’ Waste to Landfill 177.6 Signatories’ Recycling and Recovery 17
8. ECONOMIC PERFORMANCE 188.1 UK Economy 188.2 Production Indicators 188.3 Investment 198.4 Employment 19
9. SUPPLY CHAIN 209.1 Supply Chain Efficiency 209.2 Global Supply Chain 20PAGE 2
1. Chief Executive Statement and Signatories
The signatories in this process are:• Audi• Bentley Motors• BMW Group• Ford Motor Company Limited• GKN Driveline Limited• Honda UK Manufacturing Limited• Jaguar Cars Limited• Land Rover UK Limited• LDV Limited• Nissan Motor Manufacturing (UK)
Limited and Nissan Technology Centre Europe
• Perkins Engines• PSA Peugeot Citroën Automobiles
UK Limited• Rolls-Royce Motor Cars Limited• SEAT• Skoda Auto• Toyota GB plc and Toyota Motor
Manufacturing UK Limited• Vauxhall Motors Limited• Volvo Cars UK Limited• Volkswagen Group UK Limited• Volkswagen Commercial Vehicles
Excluded from the Sixth Annual Report signatory's data are:
• MG Rover• Powertrain
The entry into administration of both MG Rover and Powertrain in March 2005 is an obvious loss to the UK automotive sector. It represents a reduction of about seven per cent in capacity in the context of this report. It highlights the need to maintain a sustainable, productive viable vehicle manufacturing base in the UK, irrespective of the ultimate brand ownership.
For sustainability, 2004 was a year of continued progress as well as some concerns, which are highlighted in this report.
Progress on the environmental front means the UK automotive sector as represented in this report is using less energy and water than ever before. Its output of volatile organic compounds (VOC’s) and CO2 from manufacturing is lower than ever before and it is recycling and recovering more waste than before.
For thousands of people the sector is a safe, enjoyable and rewarding place to work.
The industry has undertaken considerable work in 2004 on progressing stakeholder engagement on sustainable mobility issues. Conscious of the impact of its products during the use phase, work has been started to analyse and assess the most productive ways to progress this agenda. This is outlined in the latter stage of the report.
Christopher Macgowan, Chief Executive, SMMT
PAGE 3
Central Logistics
Vehicle ProductionEngine and Major Component’s Production
Research and Testing
Location of Major Sites Included in Data Reports
Major sites for indicative purposes only
2. Location Map
PAGE 4
Table 1.0 Worldwide Car Assembly ('000s units)
2003 2004 2004 ranking
Change 2004 on
2003Japan 8,478 8,720 1 242
Germany 5,145 5,192 2 47USA 4,510 4,227 3 -283
France 3,220 3,227 4 7Korea 2,768 3,123 5 355Spain 2,399 2,403 6 4China 2,019 2,316 7 297Brazil 1,505 1,756 8 251
UK 1,658 1,647 9 -11 Canada 1,340 1,335 10 -5
Source: SMMT
Data
This report is for 2004, it is intended as trend data, where there are known data issues we highlight them.
Report formatData in the report is quoted in a number of ways:
• Whole industry data (WI)
• All car sales in the United Kingdom (AC)
• SMMT members data (SMMT)
• Signatories to the Sustainability Report, subdivided into:
• All signatories (AS)• Vehicle manufacturing signatories (VMS)
Throughout the report we refer to the Strategy Commitment and we comment in terms of the Strategy Achievement for 2004.
Traffic LightFor the Sixth Annual Report we have used a ‘traffic light’ system to indicate:
GREEN PROGRESS
ORANGE STATIC
RED CONCERN
This report follows the format of the Global Reporting Initiative (GRI) sustainability reporting guidelines. (www.globalreporting.org)
SMMT
• Established in 1902
• Over 500 members, comprising:
• Vehicle manufacturers
• Vehicle importers
• Component suppliers
• Research
• Design
• Engineering and testing
• Project support, business and product improvement:
• Industry Forum supply
• Automotive Academy - training
• Foresight Vehicles Programme -technology
• Annual report launched in 2000, detailing:
• Historical data
• Trend analysis
Sustainability Working Group
This group provides the direction for the report and the inclusion of new data. It meets regularly and agrees the main issues the sector should address, as well as meeting stakeholders. Any members of SMMT are welcome to join the group.
3. Data and Report Coverage
During 2005, MG Rover and Powertrain both entered into administration. This signatories’ report of 2004 data does not include production from either of these companies.
However, graph data in the report includes a bar that indicates the absolute levels on the basis of the inclusion of MG Rover and Powertrain data for 2003.
PAGE 5
4. Executive Summary and Key Indicators
PAGE 6
Table 4.0 Key Performance Indicators 2003 2004 Change REPRESENTATION
Number of signatories (AS) 22 20 -2 CONCERN
Economic Performance (Sector) (WI)Automotive manufacturing sector turnover (£ billion) 46 47.3 +1.3 PROGRESS
Total number of cars and CVs produced (UK) (WI) (million) 1.84 1.86 +0.02 PROGRESS
Total new car registrations (UK) (AC) (million) 2.58 2.57 -0.01 CONCERN
Economic Performance (Signatories)Signatories’ combined turnover (£ billion) (AS) 39.16 34.64 - 4.52 CONCERN
Total number of vehicles produced by signatories (AS) (million) 1.73 1.61 -0.12 CONCERN
Product Environmental PerformanceAverage new car CO2 emissions (g/km) (AC) 172.1 171.4 -0.7 PROGRESS
Average new car fuel economy (miles per gallon) (AC) 37.7 37.9 +0.2 PROGRESS
Company Operational Performance (Signatories)Total combined energy use (GWh) (AS) 6,126 4,072 -2,054 PROGRESS
Energy used per vehicle produced (MWh/unit) (VMS) 2.8 2.5 -0.3 PROGRESS
Total combined water use (000m3) (AS) 8,404 7,037 -1,367 PROGRESS
Water use per vehicle produced (m 3 /unit) (VMS) 3.4 3.4 0 STATIC
Total combined CO2 equivalents (tonnes) (AS) 1,679,832 1,447,900 -231,932 PROGRESS
CO 2 equivalents per vehicle produced (tonnes/unit) (VMS) 0.7 0.7 0 STATIC
Total combined emissions of VOCs (tonnes) (AS) 7,337 5,480 -1,857 PROGRESS
VOC emissions per vehicle produced (kg/unit) (VMS) 4.1 3.5 -0.6 PROGRESS
Total combined waste to landfill (tonnes) (AS) 56,743 52,842 -3,901 PROGRESS
Waste to landfill per vehicle produced (kg/unit) (VMS) 17.9 19.8 1.9 CONCERN
Social Performance (Signatories)
Signatories’ combined number of employees (AS)87,625 76,327 -11,298 CONCERN
Signatories' lost-time incidents (AS)710 491 -219 PROGRESS
Signatories' average number of training days3.8 2.9 -0.9 CONCERN
Signatories’ average staff turnover (%) (AS)6.10 8.65 +2.55 CONCERN
4. Executive Summary and Key Indicators cont.
Signatories: 2004 data for this report does not include MG Rover and Powertrain, hence the decline in turnover and production.
Product: Average CO2 emissions from new cars declined in 2004, but by a smaller amount than in previous years. The change in sector profile contributed to the slower rate of reduction.
Operational Performance: Progress in nearly all areas continues. Waste to landfill was affected by major re-engineering at one site.
Social: The number of employees continues to decline. Improvements in health and safety are very welcome. Training levels appear to have declined in 2004. Staff turnover increased, but remains very low by comparison with other sectors.
5. Sector Profile
• Economic progress largely static.
• Number of employees continues to fall.
• Industry is vital to export success.
• Share of global production static.
• Number of vehicles produced (cars and light vans) increased slightly.
• Car registrations declined slightly.PAGE 7
Table 5.0 Sector Fact Sheet 1999 2000 2001 2002 2003 2004
Automotive manufacturing sector turnover (WI) (£ billion) 44.2 42.5 42.2 44.6 a 46.0 a 47.3Share of total manufacturing turnover (UK turnover) (%) 9.6 9.1 9.2 a 9.9 a 10.3 a 10.1Total Net Capital Investment (WI) (£ billion) 2.13 2.08 2.25 1.3 a 1.2 a 1.4Automotive sector value added (WI) (£ billion) 7.7 7.8 9.0 a 8.8 a 8.6 a 8.9Total employees directly dependent on the automotive sector (WI) 863,000 a 847,000 a 835,000 a 838,000 a 816,000 a 806,000Value of exports (WI) (£ billion) 19.1 19.8 18.0 20.9 21.9 a 22.5Percentage of total UK export (%) 11.5 10.5 9.5 11.2 11.6 a 11.8Sector value added share of UK GDP (%) 3.9 3.4 3.8 a 3.7 a 3.6 a 3.7UK sector share of global passenger car production (%) 4.5 4.0 3.7 3.9 3.9 3.7Number of UK volume passenger car manufacturers (WI) - 9 9 9 9 9 b
Number of UK commercial vehicle (CV) manufacturers (WI) - 10 10 9 9 9Number of cars and CVs produced (million) 2.02 1.81 1.68 1.82 1.84 1.86New car registrations (AC) (million) 2.19 2.22 2.45 2.56 2.58 2.57Cars and light CVs on the road (million) 29.5 29.9 30.5 31.3 31.9 32.4
a Economic data has been reviewed in the light of national statisticsand revised where indicated.b MG Rover remained in production during 2004, though data is notincluded in this report.
6. Product Environmental Performance
STRATEGY COMMITMENT: to continue to improve fuel efficiency.
EU COMMITMENT: to reduce CO2 emissions from new cars by 25 per cent between 1995 and 2008 across Europe.
STRATEGY ACHIEVEMENT: decline in new car CO2 emission levels continued in 2004, but at a slower rate due in part to weaker consumer demand in the smaller car segments.
• The average new car sold in the UK in 2004 emitted 171.4 g/km of CO2, nearly ten per cent below the 1997 figure.
• The proportion of cars sold with a CO2 emission figure of less than 140 g/km continues to increase, reaching 15.5 per cent in 2004, up from 14.9 per cent in 2003.
• The supermini sector (Fiesta, Corsa, Punto, Polo, Clio etc.), the largest in the UK, had an average new car CO2 emission figure of 147 in 2004.
• Although the average CO2 emission levels of new cars sold in the UK continues to improve, the rate of improvement has slowed in recent years and a substantial increase in the demand for fuel-efficient vehicles will be required if the 2008 target is to be achieved.
6.1 Average New Car CO2 Emissions
PAGE 8
171.4
177.7174.2
172.1
181.0185.0
188.4189.9
160.0
165.0
170.0
175.0
180.0
185.0
190.0
1997 1998 1999 2000 2001 2002 2003 2004
CO
2 Em
issi
ons
g/km
Market position
In 2004:
• Sales of alternatively fuelled vehicles remain low, accounting for less than one in every 625 sold in 2004.
• Market share of alternatively fuelled vehicles fell in 2004.
• Hybrid (petrol/electric) vehicles have grown at the expense of liquefied petroleum gas (LPG).
• Sales of LPG vehicles have declined as a result of fuel duty changes.
Grant Mechanisms
Late in 2004 the government announced the European Commission was undertaking a review of the ‘PowerShift’ and ‘CleanUp’ grants to encourage the take-up of environmentally friendly technology.
Any grants for AFVs is therefore unlikely in 2005.
6.2 Sales of Alternatively Fuelled Vehicles (AFVs)
625
1
For every one AFV vehicle sold, 625 conventional powered vehicles are sold.
PAGE 9
Table 6.2 AFV Sales 2000 2001 2002 2003 2004Petrol/Gas 94 971 2,473 3,185 1,756Petrol/Electric Hybrid 263 719 339 1,079 2,462Electric Only 0 0 35 2 0Total AFV 357 1,690 2,847 4,266 4,218Market Share 0.02 0.07 0.11 0.17 0.16
0500
1,0001,5002,0002,5003,0003,5004,0004,500
2000 2001 2002 2003 2004
Sale
s of
new
veh
icle
s
Electric only
Petrol/electrichybridPetrol/gas
• There was a small improvement in the average miles per gallon (MPG) for new cars sold in the UK from 37.7 MPG in 2003 to 37.8 in 2004.
• Source SMMT and DfT data.
The Diesel Story• The number of diesel-powered cars sold in the UK increased by 138 per cent between
1997 and 2004.
• The diesel share of the new car sales increased to 32.5 per cent in 2004, up from 27.3 per cent in 2003.
• Quieter and more responsive vehicles, reduced service intervals, wider model availability and lower running costs have all increased the attraction of diesel vehicles.
• Diesel engines cost considerably more to produce than their petrol counterparts, they work at higher operating pressures and are more sophisticated.
• Diesel penetration is forecast to reach 38 per cent by 2006, but is not forecast to grow much beyond 40 per cent, given the present duty level on diesel fuel.
• Diesel penetration in Europe averaged 49 per cent in 2004, with some countries as high as 70 per cent.
• Newly proposed emissions regulations (Euro 5) are at present being discussed.
• As a consequence of the new standards, particulate filters for diesel engines are likely to become a requirement.
6.3 UK Average New Car Fuel Economy
PAGE 10
34.5 35.0 35.6 36.4 37.1 37.7 37.8
20.022.024.026.028.030.032.034.036.038.040.0
1998 1999 2000 2001 2002 2003 2004
Fuel
eco
nom
y (m
iles
per
gallo
n)
6.5Tailpipe Emissions
6.4 CO2 Trends by Vehicle Excise Duty (VED) Band
STRATEGY COMMITMENT: to continue to research, develop and bring cleaner technologies to the market to improve tailpipe emission standards.
STRATEGY ACHIEVEMENT: manufacturers continuously work to research, develop and introduce improvements in tailpipe emissions.
Tracking the Trends• The graph above shows the trends in
new car CO2 emissions in relation to the current vehicle excise duty (VED) bands.
• These reflect the new colour-coded bands the label was introduced in September 2005.
• Euro 4 emissions standards for cars became compulsory for newly introduced models from 1 January 2005, and or all models from 1 January 2006.
• Euro 5 standards are now in the latter stage of consultation.
• Manufacturers will continue to invest to achieve Euro 5 air quality standards, but at the same time reduce CO2 emissions. These principles create complex technology.
• Improvements to air quality through exhaust gas treatment will pose a dilemma in CO2 reduction levels and costs.
PAGE 11
0.010.020.030.040.050.060.070.080.090.0
100.0
1997 1998 1999 2000 2001 2002 2003 2004
Per
cent
mar
ket s
hare F
EDCBA
Table 6.4 VED Bands label g/kmA less than 100B 101 - 120C 121 - 150D 151 - 165E 166 - 185F 186 plus
Index of Gross Vehicle Weight
100
120
140
160
180
200
220
240
260
280
300
1999 2000 2001 2002 2003 2004
Inde
x (1
999
min
i seg
men
t = 1
00)
A - MINI
B - SUPER MINI
C - LOWERMEDIUM
D - UPPERMEDIUM
E - EXECUTIVE
F - LUXURYSALOON
G - SPECIALISTSPORTS
H - DUAL-PURPOSE
I - MULTI-PURPOSE
6.6 Vehicle Recycling
6.7 Vehicle Weights
STRATEGY COMMITMENT: to continue to facilitate efforts to improve the level of material recovery from end-of-life-vehicles (ELVs)
STRATEGY ACHIEVEMENT: continued compliance with regulation and development and research in other areas; future success is sensitive to commodity prices.
The following developments in vehicle recycling took place in 2004:
• The final stages of legislation for the End of Life of Vehicles Directive.
• The establishment of ‘take-back’ networks in the UK.
• Regulatory target of a minimum of 85 per cent (by weight) recycling.
• Healthy scrap values maintain strong markets for waste steel and a buoyant steel and automotive scrapping industry.
• Discussions began on progression toward 95 per cent recycling targets.
PAGE 12
The Overall Weighted Index of Gross Vehicle Weight:1999 1002004 109
7. Production and Distribution – Environmental Inputs
STRATEGY COMMITMENT: to continue to control and reduce the environmental impact of company operations.
STRATEGY ACHIEVEMENT: the reduction in impact on the environment of company operations continues across nearly all key sectors, except waste to landfill, where a dramatic decline in 2003 was not quite matched in 2004.
Energy Use• Energy use continues to decline both in absolute and per unit terms.
• The sector has grappled with EU Emission Trading Scheme (ETS) Phase One, and has been able to show reductions.
• The manufacturing element of the sector, as opposed to the retailing and tertiary element demonstrates more significant reductions.
• Manufacturers in the UK are players in the EU ETS and the Climate Change Levy (CCL).
Water Use • Water use continues to decline in absolute terms and unit measures remain stable.
• Since 2000 the amount of water use per vehicle produced has declined by more than 35 per cent.
MG Rover and Powertrain: in the attached graphs we indicate by a bar ( ) the absolute level that would have been achieved if data for 2003 for these two companies is added to signatories’ 2004 data.
PAGE 13
Table 7.0 A Signatories and the environment 1999 2000 2001 2002 2003 2004
Number of signatories 11 18 18 24 22 19Number of manufacturing sites covered by SMMT's sustainability strategy 40 44 45 43 38 32Number of manufacturing sites with a certified Environmental Management System 26 (65%) 35 (79%) 37 (82%) 35 (81%) 33 (87%) 32 (100%)Number of companies having minimum environmental standards applying to UK-based suppliers
- 11 (65%) 12 (67%) 12 (52%) 13 (59%) 10 (52%)
TABLE 7.0 Inputs 1999 2000 2001 2002 2003 2004
Total combined energy use (GWh) (AS) 6,110 7,013 6,857 6,540 a 6,126 5,337Energy use per employee (kWh) (AS) 64,175 70,108 71,166 74,685 69,912 69,923Energy use per £1million turnover (kWh) (AS) 303,828 309,717 281,036 186,943 156,419 154,062Energy use per vehicle produced (MWh/unit) (VMS) 3.1 3.9 4.3 4 2.8 2.5
Total combined water use ('000m3) (AS) - 9,620 10,105 9,108 8,404 7,037Water use per employee (m3) (AS) - 96.2 104.9 101.8 95.9 92.2Water use per £1million turnover (m3) (AS) - 457 414 255 215 203Water use per vehicle produced (m 3 ) (VMS) - 5.3 6.2 5.6 3.4 3.4
a Revised from 6,681.
• All signatories saw a decline in energy use in 2004.
• Energy use per vehicle is now over 40 per cent lower than in 2001.
• Total energy usage declined, but this mainly reflected the MG Rover Powertrain impact.
• Water use per vehicle remained static.
• Absolute water use declined by eight per cent, taking into consideration signatories not included in 2004 data.
7.17.1 Signatories’ Combined Energy Use
7.2 Signatories’ Combined Water Use
PAGE 14
0
1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
1999 2000 2001 2002 2003 2004
Com
bine
d en
ergy
use
(GW
/h) (
bars
)
0
500
1,000
1,500
2,000
2,500
3,000
3,500
4,000
4,500
5,000
kWh
per
vehi
cle
(line
)
0
2,000
4,000
6,000
8,000
10,000
12,000
1999 2000 2001 2002 2003 2004
Com
bine
d w
ater
use
(000
m3 ) (
bars
)
0
1
2
3
4
5
6
7
m3 pe
r ve
hicl
e (li
ne)
7. Production and Distribution – Environmental Outputs
CO2 Output• CO2 generated from manufacturing, retailing and tertiary operations declined for the
fifth successive year in a row.
• CO2 generated per vehicle produced remains static at 0.7 tonnes per vehicle, nearly half of that recorded in 2001.
Volatile Organic Compounds (VOCs)• More progressive decline per vehicle is encouraging.
Waste to Landfill• Increased per vehicle by ten per cent over a very low 2003 figure.
Recovery and Recycling• Recycling and recovery obligations of packaging waste for the sector are now in
excess of 16,000 tonnes per annum nearly double the obligation of 1999.
PAGE 15
TABLE 7.3 Outputs 1999 2000 2001 2002 2003 2004
Total Combined CO2 equivalent (tonnes) (AS) 1,821,586 2,182,926 2,149,771 1,954,295 a 1,679,832 1,447,900CO2 equivalent per employee (tonnes) (AS) 19.3 21.8 22.3 23.9 19.2 19.0CO2 equivalent (tonnes) per £1million turnover (AS) 90.6 95.3 88.1 59.9 42.9 41.8CO 2 equivalent per vehicle produced (tonnes) (VMS) 1.1 1.1 1.3 1.2 0.7 0.7
Total Combined Emissions of VOC (kg) (AS) 4,018,951 7,136,682 6,926,340 6,240,100 7,336,780 5,479,870Emissions of VOC per employee (kg) (AS) 42.2 71.3 71.9 69.7 83.7 71.8Emissions of VOC per £1million turnover (kg) (AS) 199.8 339.0 284.0 174.6 187.4 158.2Emissions of VOC per vehicle produced (kg) (VMS) 2.9 4.4 4.6 4.2 4.1 3.5
Total Combined Waste to landfill (tonnes) (AS) 54,954 80,399 121,207 70,897 56,743 52,842Waste to landfill per employee (tonnes)(AS) 0.6 0.8 1.3 0.8 0.6 0.7Waste to landfill per £1million turnover (tonnes) (AS) 2.7 3.7 4.9 2.0 1.4 1.5Waste to landfill per vehicle produced (kg) (VMS) - 40.3 66.4 40.5 17.9 19.8
Total Combined Packaging waste for recovery (tonnes) (AS) 10,900 20,272 16,768 17,053 15,038 16,809Packaging waste for recovery per employee (tonnes) (AS) 0.11 0.2 0.17 0.3 0.2 0.2Packaging waste (tonnes) for recovery per £1million turnover (tonnes) 0.5 0.9 0.7 0.7 0.4 0.5Packaging waste (kg) for recovery per vehicle produced (VMS) 5.6 10.5 8.4 8 6.5 7.9
Total Combined Packaging waste for recycling (tonnes) (AS) 1,802 5,058 6,344 5,801 12,587 16,003Packaging waste for recycling per employee (kg) (AS) 18.9 50.5 65.8 61.4 143.6 209.7Packaging waste for recycling per £1million turnover (kg) (AS) 89.6 240 260 153 321.4 462.0Packaging waste for recycling per vehicle produced (kg) (VMS) 1.1 2.5 3.5 2.8 5.1 8.5
a Revised from 2,142,706.
0
500,000
1,000,000
1,500,000
2,000,000
2,500,000
1999 2000 2001 2002 2003 2004
CO
2 eq
uiva
lent
(ton
nes)
(bar
s)
0
0.2
0.4
0.6
0.8
1
1.2
1.4
CO
2 equ
ival
ent p
er v
ehic
le
prod
uced
(ton
nes)
(lin
e)
7.3
• CO2 output per vehicle produced remained unchanged at 0.7 per tonne.
• For the typical new car this represents just over 4,000 km (2,500 miles) of driving.
• This data is for the final car assembly process and does not include transportation of materials or finished product.
• Total output of CO2 from signatories fell by 230,000 tonnes, or over 45,000 tonnes including the MG Rover Powertrain impact.
• CO2 output per vehicle produced has reduced by 45 per cent since 2001.
7.4 Signatories’ Combined VOC Emissions
7.3 Signatories’ Combined CO2 Emissions
PAGE 16
0
1,000,000
2,000,000
3,000,000
4,000,000
5,000,000
6,000,000
7,000,000
8,000,000
1999 2000 2001 2002 2003 2004
VOC
em
issi
ons
(kgs
) (ba
rs)
00.5
11.5
22.53
3.54
4.55
kg p
er v
ehic
le (l
ine)
• Variable performance across signatories in absolute terms, roughly half increasing, half decreasing.
• Decline in the level of VOCs per vehicle produced is encouraging.
• Absolute levels decline even after consideration given to MG Rover and Powertrain.
0
20,000
40,000
60,000
80,000
100,000
120,000
140,000
1999 2000 2001 2002 2003 2004
Was
te to
Lan
dfill
(ton
nes)
(bar
s)
0
10
20
30
40
50
60
70
kg p
er v
ehic
le (l
ine)
7.6 Recycling and Recovery
• For the most part the progress made in 2003 has been maintained in 2004.
• Some site-specific increases related to redevelopment projects.
• Total waste to landfill increased by 500 tonnes, when consideration is given to MG Rover and Powertrain.
Packaging Obligations• Reported figures are on target for recycling and recovery for the signatories.
• Total signatory waste recycling and recovery obligations are now 32,811 tonnes.
• Recycling obligation targets have increased eight fold since 1999.
Actual Recycling and Recovery
Recycling• We asked signatories to report on actual levels of recycling in 2004.
• Returns were received from 12 signatories.
• The tonnes recycled numbered over 145,000 tonnes (please note some signatories include metal recycling in this figure).
Recovery• We asked signatories to indicate material re-used on site.
• Only four signatories gave returns.
• The figure amounted to over 3,000 tonnes.
7.57.5 Signatories’ Combined Waste to Landfill
PAGE 17
8. Economic Performance
8.1 UK Economy
8.2 Production Indicators
STRATEGY COMMITMENT: to continue to seek economic growth and secure competitiveness in the global environment.
STRATEGY ACHIEVEMENT: the UK remains a focus of automotive production, design and research excellence. The entry into administration of MG Rover and Powertrain in 2005 will impact on but not significantly reduce the strength of the industry.
• All car production of 1,646,750 includes MG Rover.
• Signatory total of 1,614,981, does not include MG Rover, but does include some van production.
• MG Rover production in 2003 was 132,789.
• Car and commercial vehicle production in 2004 increased by less than one per cent on 2003.
• Data for 2004 remains static, with the sector representing just less than one per cent of GDP.
• The value of exports increased by just under three per cent in 2005.
PAGE 18
Table 8.0 Contribution to UK Economy 1999 2000 2001 2002 2003 2004
Value of UK Automotive Exports (£ billion) (WI) 19.1 19.8 18 20.9 a 21.9 a 22.5 Expenditure on Business R&D (£ million)(WI) 1,145 929 930 960 955 955Sector share of total GDP at market price (%) (WI) 0.8 0.8 0.9 0.9 0.8 0.8
a Eonomic data has been reviewed in the light of nationalstatistics and revised where indicated.
Table 8.2 Economic Indicators 1999 2000 2001 2002 2003 2004
UK automotive manufacturing sector turnover (£ billion) (WI) 44.2 42.5 42.6 a 44.6 a 46.0 a 47.3 a
Signatories combined turnover (£ billion) (AS) 20.1 21.0 24.4 35.7 39.2 34.6Total UK number of new cars produced (AC) 1,786,623 1,641,317 1,492,146 1,629,744 1,657,558 1,646,881Total UK number of new CVs produced 185,905 172,442 192,872 191,267 188,871 209,293Total UK number of new vehicles produced 1,972,528 1,813,759 1,685,018 1,821,011 1,846,429 1,856,174
Total number of new vehicles produced by signatories 1,572,642 1,470,659 1,441,794 1,731,894 1,614,981Total number of new car registrations (AC) 2,197,615 2,221,647 2,458,769 2,563,631 2,579,050 2,567,269Total number of new CV registrations 288,100 298,043 313,411 322,258 363,687 389,923Total number of new vehicle registrations 2,485,715 2,519,690 2,772,180 2,885,889 2,942,737 2,957,192
a Economic data has been reviewed in the light of nationalstatistics and revised where indicated.
8.3 Investment
8.4 Employment
STRATEGY COMMITMENT: to continue to secure and enhance employment opportunities where appropriate
STRATEGY ACHIEVEMENT: signatories work hard to make the sector asustainable place to work and to increase diversity and skills. The closure of MG Rover and Powertrain in 2005 will lead to a decline in sectoremployment of 6,200 direct jobs and some in the component sector.
• MG Rover and Powertrain (reported as employing 6,200 in 2003) account for about 50 per cent of the 11,000 decline in signatory employees.
• Total employment in the sector continues to decline, but vehicle production is slightly up.
• The sustainability dilemma of economic benefit versus employment level is present, with industry needing to match the best productivity in the world, with low fixed costs.
• Investment was static, but at a consistently lower level than in the first three reporting years.
• Research and development investment increased slightly in 2004.
PAGE 19
Table 8.3 Investments 1999 2000 2001 2002 2003 2004
Auto manufacturing sector net capital investment (£ billion) 2.13 2.08 2.23 1.3 a 1.2 a 1.4 Inward direct investment into automotive manufacturing (£ billion) 3.48 2.73 -0.85 -0.23 535 535Expenditure on business research and development (£ billion) 1.14 0.93 0.96 a 1.0 a 1.25 a 1.26 Signatories combined UK investments - £1.28bn £1.22bn £1.52bn £1.80bn ND
a Economic data has been reviewed in the light of nationalstatistics and revised where indicated.ND No data for 2004.
Table 8.4 Employment Indicators 1999 2000 2001 2002 2003 2004
Number of jobs dependent on the sector 863,000 847,000 835,000 838,000 816,000 806,000· Automotive manufacturing 260,000 250,000 a 237,000 a 232,000 a 225,000 a 218,000
· Automotive supply and use 608,000 a 597,000 a 598,000 a 606,000 a 591,000 a 588,000
Signatories total combined employees (AS) 95,214 100,036 96,357 89,455 87,625 76,327 b
a Economic data has been reviewed in the lightof national statistics and revised whereindicated.b 82,425 if MG Rover and Powertrain 2003 numbers included.
9.1 Supply Chain Efficiency
STRATEGY COMMITMENT: to support Industry Forum and work to enhance supply chain efficiency.
STRATEGY ACHIEVEMENT: signatories continue to drive quality through the supply chain and, where practical, continue to develop the use of alternative modes of transport, in their logistics networks.
9.2 Global Supply Chain
• For 2004 we asked signatories to report on the extent to which their supply chain is global.
• Most signatories do not collect this data, and those that do are only just starting to collate this information.
• Our objective remains to ascertain the distance from which components are sourced to assess the contribution to sustainability of the industry.
• We are aware of the global nature of components manufacturing and look to provide an indicator for this.
9 Supply Chain
Industry Forum www.industryforum.co.uk
Industry Forum works together with the automotive industry to create tangible results in manufacturing processes its aims being to achieve a sustainable world leading competitiveness in the UK-based vehicle and components industry.
To put this work into context:
• Some 70 per cent of the cost of every vehicle is bought in, firs- tier suppliers are important.
• Second and third-tier suppliers are equally important because 60 to 70 per cent of the cost of each product supplied by the first-tier is also bought in.
• Therefore for the long term success of the manufacturing process in the UK, effective supply chain management is fundamental.
PAGE 20
10. Social Performance
10.1 Employee Profiles and Development
STRATEGY COMMITMENT: continue to improve the skills, facilities and opportunities available for employees
STRATEGY ACHIEVEMENT: difficult to quantify fully, but low staff turnover, flexible working policies, high levels of training, good health and safety and high quality of staff facilities all indicate some success
Employee profile
• In 2004 just over nine per cent of the workforce were female; no change from 2003.
Flexible Working
• Flexible working arrangements are being introduced by more signatories and to a greater degree to attract and retain employees:
• One signatory saw a 33 per cent increase in the take-up of flexible working.
• Two other signatories have introduced a sabbatical leave programme.
Employee support
• Child care, counselling and drug screening are all increasingly offered to employees.
• One signatory introduced a 24-hour employee help line in 2004.
• Drug and alcohol policies are being revised and updated.
• Testing for drugs and alcohol are now in place at some signatories.
Trade Union Partnership
• To help make the UK a world-class manufacturing base consultation is taking place with trade unions to establish how this can be achieved.
Other examples of employee development
• Support for employees in the process of adopting children through additional leave.
• Development of ‘smoking-free’ sites and encouragement to employees to give up smoking.
• Programmes to involve employees’ families in workplace activities.
• Plans for ‘carers’ leave for those employees looking after elderly relatives, for example.
• Companies have programmes involving non-UK based staff, demonstrating the exchange and inter-relationship of global partnerships and human resources. PAGE 21
10.2 Health and Safety
Data for 2004
• More than 200 fewer lost-time incidents reported in 2004.
• The figure is still over 180 when the loss of MG Rover as a signatory is taken into account.
Targets
Most signatories have either:
• Percentage reduction on previous rate or,
• Target reductions of between ten and 40 per cent, these are being met.
• Reductions of up to 60 per cent in some types of incident.
• Actual rate per day or per hour targets
• Frequency, incident and severity actual targets, in terms of days or per 1,000 employees.
Rehabilitation for work
• Occupational health facilities, for free use by employees.
• Return-to-work programmes.
Awareness Campaigns
• Asthma awareness.
• Monthly bulletins, including HSE competitions.
• Site meetings on safety, and health issues.
• The ‘safety challenge’ - employees generating funds for local charity through accident reduction, this is an initiative by one signatory.
• Safety awards; best international practise workshops.
• Major schemes for contractors.
• Major health screening programmes.
There have been significant improvements in health and safety performance in 2004. Lost-time incidents saw a reduction in all but two signatories.
PAGE 22
Table 10.3 Reported Lost-Time Incidents
2002 2003 2004 Change 2004 on 2003
Number of incidents 669 710 491 30% reduction
10.3 Training
10.4 Staff Turnover
Training is vital to the industry and although the number of training days declined in 2004, major training programmes are a part of every day operations.
Although staff turnover has increased, at less than ten per cent it remains very low in the context of other sectors.
Automotive Academy www.automotiveacademy.co.uk
• Full-time team set up in July 2004.
• Supported financially by the Department for Trade and Industry, run/owned by SMMT.
• Worldwide training for manufacturers and components suppliers.
• Regional spokes.
NVQ
• Committed to NVQs and training for staff through this process.
Other training developments during 2004
• Stress management training.
• Personal development reviews have been updated, tracking both formal and informal training for individuals.
• Developments in performance management training were highlighted by a number of signatories.
• Support for e-learning as a new training tool.
This data does not include MG Rover and Powertrain.
PAGE 23
Table 10.4 Training 2003 2004 Change 2004 on
2003Total number of training days a 241,549 128,709 -112,840Average number of training days per employee 3.8 2.9 -0.9
a For reporting signatories.
Table 10.5 Staff Turnover 2003 2004 Change 2004 on
2003Per cent staff turnover a 6.1 8.7 2.6
a For reporting signatories
11. Stakeholder and Community Engagement
STRATEGY COMMITMENT: continue to engage positively with externalstakeholders
STRATEGY ACHIEVEMENT: further developing success in engaging with many stakeholders
National Stakeholder Engagement
• Low Carbon Vehicle Partnership, development of the colour coded fuel economy label.
• Transport 2000, Worldwide Fund for Nature.
• Business in the Community.
• UK Climate Impacts Programme.
• CARE – automotive recycling.
• National Society for Clean Air – Cleaner Transport Forum.
Regional Stakeholder Engagement
• During 2004 the SMMT joined Sustainability West Midlands (SWM) to support sustainability in the region and enable engagement with a wide range of stakeholders
Company Stakeholder and Community Engagement
• Members are directly involved in national, regional and local projects. These include hospitals and schools (with visits and engineering clubs).
• One signatory allows each employee to set aside up to 16 hours per year to spend in community projects.
• Other examples of stakeholder involvement include:
• Business in the Community Hospitals and NSPCC
• Plant tours Princes Trust
• Forum for the Future Born Free Foundation
• Groundwork Red Cross
• Future Forests
PAGE 24
12. Sector Issues – Sustainable Mobility
During recent years the Annual SMMT Sustainability Report has sought to address the issue of sustainable mobility.
During 2004 the Society and its members decided that more work should be undertaken on this important issue.
It was decided to focus on four key areas:• Air Quality• Improving Road Space Utilisation• Road Safety• Carbon Dioxide Emissions From Road Transport.
These four key issues are considered fundamental to the development of sustainable road transport.
The strategy adopted for further work was to ‘mind map’ all the factors that can contribute to improvements in each of these four key areas by all stakeholders. The maps therefore highlight:
Key objectives for improvement in the four sustainable mobility issues
A summary of these key objectives is based on :
Strategy and Strategy Enablers have then been linked to these objectives
Process
The process was to develop the maps, initially internally, and then where appropriate to introduce them to stakeholders for early discussion and reaction during the development stage where amendments were incorporated.
Complexity and Areas of Responsibility
The concept behind the maps is to illustrate the complexity of these four key issues and to illustrate areas of responsibility. The next stage will be to understand the correctness of this approach and the ability of groups and organisations to accept this.
Levers and Effectiveness and Quantification
The maps lend themselves to further in-depth work. It is the intention of SMMT to look at leverage, ‘which strategies have the greatest impact’.
This may include work to account for quantified policy and strategy success.
Feedback
The maps are in a developmental stage and we would welcome any feedback on the maps themselves or on the processes to develop them.
• Vehicle and fuel technology• Infrastructure technology and management• Use controls
• Managing demand• Driver performance• Vehicle choice
PAGE 25
12.1 Air Quality
The mind maps are intended to address not only the issue of new vehicles, but also the wider issue of the ‘parc’,- all the vehicles on the road.
Hence durability of emissions equipment is a strategy enabler for improvement in air quality.
Considerable work has been undertaken on air quality and cost and cost benefit analysis. The mind map will focus such work.
PAGE 26
One of the objectives of the mind map is to provide an easily understood reference point to which industry, government and stakeholders can relate.
DfT
TAs
Co’s
Police
LAs
NGO
Media
VOSA
Con
ACAD
T’ury
DEFRA
DSA
VCA
EURO
Me
DTI
HA
RDA
Department for Transport
European Regulation Directive
Companies
Local Authorities
Treasury
Department for Food Environment and Rural Affairs
Driving Standards Agency
Vehicle and Operator Services Agency
Regional Development Agency
Highways Agency
Media and Press
Department for Trade and Industry
Police
Consultants
Individuals
Automobile Club of Germany
Non-Governmental Organisations
Traffic Authorities
Vehicle Certification Agency
ODPM
BWB
EST
Office of the Deputy Prime Minister
British Waterways Board
Energy Savings Trust
PAGE 27
Impr
ovin
g Ai
r Qua
lity
OBJE
CTIV
E
STRA
TEGY
STRA
TEGY
EN
ABLE
RS1. T
o im
prov
e Ai
r Qu
ality
thro
ugh
vehi
cle
tech
nolo
gy
6. D
river
Ed
ucat
ion
3. A
ddre
ssin
g th
e ve
hicl
e pa
rc to
im
prov
e Ai
r Qu
ality
5. M
onito
ring
and
enfo
rcem
ent
2. F
uel
Deve
lopm
ent
7. In
ter-
rela
tions
hip
to
othe
r sou
rces
of
poor
Air
Qual
ity
1.1
Engi
nes
and
Emis
sion
Eq
uipm
ent
1.2
Dura
bilit
y St
anda
rds
1.1.
1 Ex
haus
t Afte
r Tr
eatm
ent
1.1.
2 En
gine
M
anag
emen
t
1.1.
3 Ad
ditio
nal
Exha
ust/
Engi
ne
treat
men
t1.
1.4
New
Engi
ne
and
deve
lopm
ent
-Hyb
rids
-1.1
.4 S
top/
Star
t en
gine
sys
tem
s
1.2.
1 In
crea
sed
dura
bilit
y of
em
issi
ons
cont
rol
equi
pmen
t
3.1
Man
age
the
age
prof
ile o
f th
e UK
veh
icle
pa
rc 3.1.
1 Ea
rly
Scra
ppag
eSc
hem
es
3.1.
2 Ea
rly
adop
tion,
take
up
sch
emes
5.1
Mon
itor
and
enfo
rcem
ent
exis
ting
air
qual
ity
stan
dard
s
5.1.
1 ro
adsi
de
chec
ks
5.1.
2 In
ser
vice
re
quire
men
ts
(MOT
)
2.1
Fuel
De
velo
pmen
t
2.1.
1 De
velo
pmen
t of
exis
ting
fuel
s2.
1.2
Deve
lopm
ent o
f bi
ofue
ls2.
1.3
Alte
rnat
ive
fuel
s2.
1.4
Hydr
ogen
8.1
Othe
r tra
nspo
rt a
nd
non
tran
spor
t em
issi
ons
and
rela
tions
hip
to
Air Q
ualit
y
8.1.
1 Un
ders
tand
ing
and
man
agin
g th
e re
latio
nshi
p wi
th o
ther
so
urce
s of
po
llutio
n
6.1
Driv
er
beha
viou
r and
at
titud
e
6.1.
1 Dr
ivin
g st
yle.
6.1.
2 M
aint
enan
ce o
f ve
hicl
es
6.1.
3 Us
e of
al
tern
ativ
e m
odes
4. M
anag
ing
Air
Qual
ity th
roug
h ro
ad s
pace
use
4.1
Traf
fic
flow
cont
rol
4.2
Traf
fic
bans
4.1.
1 Co
ntro
lling
tr
affic
flow
to
Impr
ove
Air
Qual
ity
4.2.
1 Pe
dest
riani
satio
n4.
2.2
Tim
e se
nsiti
ve tr
affic
ba
ns
4.3.
1 Lo
w Em
issi
on
Zone
s (L
EZ) –
city
wid
e ve
hicl
e gr
oup
spec
ific
4.3.
2 Lo
w Em
issi
on
Sche
mes
(LES
) –pr
ojec
t ba
sed
sche
mes
, veh
icle
sp
ecifi
c4.
3.3
Link
to
Cong
estio
n Zo
nes
IMPR
OVI
NG
INFR
ASTR
UCTU
REDR
IVER
PE
RFOR
MAN
CEOT
HER
VEHI
CLE
AND
FUEL
TEC
HNOL
OGY
USE
CONT
ROLS
CHAN
GING
TH
E FL
EET
4.3
Vehi
cle
excl
usio
n zo
nes
7. V
ehic
le
Sele
ctio
n
VEHI
CLE
CHOI
CE
7.1
Choo
se
High
Air
Qual
ity
Vehi
cle
7.1.
1 Gr
ants
an
d be
nefit
s
7.1.
2 La
belli
ng a
nd
Info
rmat
ion
DfT
DfT
HAHA
ACAD
ACAD
TAs
TAs
NGO
Co’s
Co’s
Me
Me
LAs
LAs
T’ur
yT’
ury
DEFR
ADE
FRA
LAs
LAs
DfT
DfT
LAs
LAs
VOSA
VOSA
VOSA
VOSA
DfT
DfT
DEFR
ADE
FRA
EURO
EURO
EURO
EURO
AIR
QU
ALI
TYA
IR Q
UA
LITY
DfT
DfT
T’ur
yT’
ury
DfT
DfT
T’ur
yT’
ury
DSA
DSA
ACAD
ACAD
LOCA
L AI
R QU
ALIT
Y M
ANAG
EMEN
T PL
ANS
VCA
VCA
IMPA
CT O
F AU
TOM
OTI
VE
SECT
OR
12.2 Road Space Utilisation
Congestion is created by the demand for road space exceeding supply. The supply of road space can be improved by technology; in vehicle and at the roadside and through information to the driver.
Demand for travel is a complex formula of value cost and opportunity.
PAGE 28
The Department for Transport (DfT) ‘Making Smarter Choices Work’ report and publication in 2004 highlights a number of strategies to inform and change the way we understand the need and way in which we travel.
DfT
TAs
Co’s
Police
LAs
NGO
Media
VOSA
Con
ACAD
T’ury
DEFRA
DSA
VCA
EURO
Me
DTI
HA
RDA
Department for Transport
European Regulation Directive
Companies
Local Authorities
Treasury
Department for Food Environment and Rural Affairs
Driving Standards Agency
Vehicle and Operator Services Agency
Regional Development Agency
Highways Agency
Media and Press
Department for Trade and Industry
Police
Consultants
Individuals
Automobile Club of Germany
Non-Governmental Organisations
Traffic Authorities
Vehicle Certification Agency
ODPM
BWB
EST
Office of the Deputy Prime Minister
British Waterways Board
Energy Savings Trust
PAGE 29
Impr
ovin
g ro
ad s
pace
util
isat
ion
OBJ
ECTI
VE T
ARG
ETS
STRA
TEG
Y
STRA
TEG
Y EN
ABLE
RS
IMPA
CT
OF
AUTO
MO
TIVE
SE
CTO
R
4.2
Empl
oyin
g M
arke
t M
echa
nism
s
3.1
Incr
easi
ng th
e us
e of
alte
rnat
ive
tran
spor
t for
all
or
part
jour
neys
3.2
Enco
urag
ing
alte
rnat
ives
to tr
avel
3.4
Impr
oved
Sp
atia
l Pl
anni
ng
2.1
Bett
er In
fras
truc
ture
D
esig
n
3.3
Dem
and
Spac
ing,
va
ryin
g an
d m
anag
ing
jour
ney
patt
erns
.
1.1
and
1.2
Impr
ove
Vehi
cle
Tech
nolo
gy a
nd
Des
ign.
4.1
Vehi
cle
Utili
satio
n
2.2
Bett
er
Infr
astr
uctu
re
Man
agem
ent
4.2.
1To
lls
4.2.
2 Co
nges
tion
Char
ging
4.2.
3 Us
er C
harg
ing
4.2.
4Pa
rkin
g Co
st
4.2.
5Fu
el C
ost
4.2.
6Ve
hicl
e Co
sts
3.1.
1 In
crea
sed
trai
n us
e
3.1.
2In
crea
sed
bus
use
3.1.
3In
crea
sed
cycl
ing
3.1.
4Pa
rk a
nd R
ide
Sche
me
3.1.
5Sh
ort S
ea
Ship
ping
(fr
eigh
t)
3.1.
6In
land
W
ater
way
s
3.3.
1Co
mpa
ny
Tran
spor
t Pl
ans
3.3.
2Sc
hool
Tr
ansp
ort
Plan
s
3.3.
3Ev
ent P
lann
ing
3.4.
1 In
tegr
ated
pl
anni
ng
3.4.
.2H
ousi
ng
stra
tegy
2.1.
1Ro
ad D
esig
n
2.1.
2N
ew R
oads
2.1.
3In
telli
gent
Roa
d Sy
stem
s
2.1.
4Si
gnag
e
2.1.
5Pa
rkin
g pr
ovis
ion
and
desi
gn
2.1.
6Ca
lmin
g
2.1.
7Sp
eed
Lim
its
2.1.
8To
lling
Col
lect
ion
2.1.
9Fi
xed
Link
Pr
ovis
ion
1.1
(tech
nolo
gy)
1.1.
1Co
nges
tion
Avoi
danc
e In
form
atio
n
1.1.
2Re
al ti
me
Nav
igat
ion
data
1.1.
3Ve
hicl
e Re
liabi
lity
E-ca
lling
1.1.
4Fu
ll in
car
ITS
3.2.
1H
ome-
wor
king
3.2.
2Te
le-w
orki
ng a
nd
vide
o co
nfer
enci
ng
3.2.
3Su
stai
nabl
e lo
gist
ics
3.2.
4Li
fest
yle
choi
ces
(e.g
. sho
p lo
cally
, w
alk
mor
e)
4.1.
.1Ca
r Sh
arin
g
4.1.
2Ca
r Po
olin
g
2.2.
1In
cide
nt R
espo
nse:
Brea
kdow
nAc
cide
nt
Wea
ther
Wid
e lo
adBr
idge
Str
ike
2.2.
2Ro
ad M
aint
enan
ce
2.2.
3Pa
rkin
g En
forc
emen
t
5.1.
1 Un
ders
tan
ding
m
odal
ch
oice
5.1.
2Ch
angi
ng
trav
el
patt
erns
1.2
(des
ign)
1.2.
1Sm
alle
r, s
pace
ef
ficie
nt c
ars
5.1
Driv
er
Educ
atio
n
DRI
VER
PERF
ORM
ANCE
VEH
ICLE
TE
CHN
OLO
GY
IMPR
OVI
NG
INFR
ASTR
UCTU
REM
ANAG
ING
DEM
AND
USE
CON
TRO
LS
1. R
educ
ing
cong
estio
n th
roug
h ve
hicl
e an
d ro
ad te
chno
logy
2. M
anag
ing
and
redu
cing
dem
and
for r
oad
spac
e3.
Con
trol
ling
use
4. D
river
impr
ovem
ent
DfT
DfT
HA
HACoCo
OD
PMO
DPM
HA
HA
DfT
DfT
DfT
DfT
DfT
DfT
TAs
TAs
NGO
NGO
T’ur
yT’
ury
Me
Me
LAs
LAs
RO
AD
RO
AD
SP
AC
ES
PA
CE
Med
iaM
edia
BW BBW B
Polic
ePo
lice
RDA
RDA
T’ur
yT’
ury
Co’s
Co’s
5.2.
1
Resp
onsi
ble
Car
Use
Co’s
Co’s
LAs
LAs
DfT
DfT
DfT
DfT
LAs
LAs
Co’s
Co’s
Co’s
Co’s
Co’s
Co’s
Co’s
Co’s HA
HA
LAs
LAs
LAs
LAs
Med
iaM
edia
LAs
LAs
Co’s
Co’sCo
’sCo
’s
LAs
LAs
LAs
LAs
Co’s
Co’s
NG
ON
GO
NGO
NGO
Me
Me
Me
Me
Me
Me
DSA
DSA
Co’s
Co’s
Co’s
Co’s
LAs
LAs LA
sLA
s
T’ur
yT’
ury
12.3 Safety
The trend for reduction in road traffic accidents continues for some types of incidents, but not for others. As the level of traffic increases, managing road safety is an important issue. Driver performance and technology, and technology linked to infrastructure are becoming increasingly important.
PAGE 30
DfT
TAs
Co’s
Police
LAs
NGO
Media
VOSA
Con
ACAD
T’ury
DEFRA
DSA
VCA
EURO
Me
DTI
HA
RDA
Department for Transport
European Regulation Directive
Companies
Local Authorities
Treasury
Department for Food Environment and Rural Affairs
Driving Standards Agency
Vehicle and Operator Services Agency
Regional Development Agency
Highways Agency
Media and Press
Department for Trade and Industry
Police
Consultants
Individuals
Automobile Club of Germany
Non-Governmental Organisations
Traffic Authorities
Vehicle Certification Agency
ODPM
BWB
EST
Office of the Deputy Prime Minister
British Waterways Board
Energy Savings Trust
PAGE 31
Impr
ovin
g Ro
ad S
afet
yO
BJEC
TIVE
STRA
TEGY
STRA
TEGY
EN
ABLE
RS
1. Im
prov
ing
Road
Sa
fety
thro
ugh
vehi
cle
tech
nolo
gy
and
desi
gn
2. V
ehic
le
type
and
si
ze
8. D
river
Ed
ucat
ion
4. Im
prov
ing
the
vehi
cle
to
vehi
cle
inte
rfac
e
3. Im
prov
ing
the
vehi
cle
to
pede
stria
n cy
clis
t in
terf
ace
5. Im
prov
e tr
affic
m
anag
emen
t
6. C
hang
e in
sura
nce
com
pany
po
licy
1.1
Activ
e de
sign
fe
atur
es
1.2
pass
ive
desi
gn
feat
ures
2.1
Unde
rsta
ndin
g v
ehic
le
to v
ehic
le
cras
h sa
fety
1.1.
1 Ai
rbag
s1.
1.2
Seat
belts
1.1.
3 Cr
ash
bars
1.1.
4 In
car
de
sign
1.2.
1 Pe
dest
rian
prot
ectio
n
1.2.
2 Br
akin
g te
chno
logy
1.2.
3 Ve
hicl
e Ra
dar
2.1.
1 ve
hicl
e cl
ass
segr
egat
ion
“lorr
y on
ly
lane
s”
4.1
Road
des
ign
impr
ovem
ent
4.1.
1 Se
greg
atin
g tr
affic
flow
s.4.
1.2
road
de
sign
im
prov
emen
t.
Surf
aces
, be
nds,
ca
mbe
r4.
1.3
junc
tion
desi
gn4.
1.4
Euro
rap
3.1
Road
de
sign
in
rela
tion
to
pats
and
cyc
le
way
s
3.1.
1 pa
vem
ent
road
re
latio
nshi
p
3.1.
2 Pa
vem
ent
cycl
eway
re
latio
nshi
p
5.1
man
agin
g tr
affic
flow
s fo
r sa
fety
5.1.
1 Va
riabl
e sp
eed
limits
5.1.
2 pe
rman
ent
spee
d lim
its5.
1.3
In v
ehic
le
info
rmat
ion
6.1
Dev
elop
in
sura
nce
indu
stry
re
latio
nshi
p w
ith
stak
ehol
ders
6.1.
1 In
sura
nce
licen
ce li
nks
6.1.
2 “p
ay a
s yo
u dr
ive”
in
sura
nce
8.1
Driv
er
beha
viou
r and
at
titud
e
8.1.
1 D
rivin
g st
yle.
8.1.
2 M
aint
enan
ce
of v
ehic
les
7. R
aise
traf
fic
Enfo
rcem
ent
7.1
Grea
ter
traf
fic
enfo
rcem
ent
7.1.
1 po
lice
patr
ols
7.1.
2 ca
mer
as7.
1.3
sate
llite
tr
acki
ng
VEHI
CLE
TECH
NOLO
GYIM
PRO
VIN
G IN
FRAS
TRUC
TURE
DRI
VER
PERF
ORM
ANCE
USE
CON
TRO
LS
9. V
ehic
le
Sele
ctio
n
VEHI
CLE
CHO
ICE
9.1
Vehi
cle
type
and
op
tions
8.1.
2 La
belli
ng a
nd
Info
rmat
ion
DfT
DfT
HA
HA
Con
Con
TAs
TAs
Co’s
Co’s
Me
Me
Polic
ePo
lice
LAs
LAs
VOSA
VOSA
EURO
EURO
DfT
DfT
HA
HA
Con
Con
LAs
LAs
HA
HA
DfT
DfT
HA
HA
LAs
LAs
Polic
ePo
lice
LAs
LAs
NGO
NGO
EURO
EURO
Med
iaM
edia
5.2
Use
Regu
latio
n
5.2.
1 Dr
iver
s Ho
urs
5.2.
2 Ta
chog
raph
s
5.2.
3O
ver
wei
ght/
heig
ht
EURO
EURO
HAHA VOSA
VOSA
DSA
DSA
S A
F E
T Y
S A
F E
T Y
Con
Con
ROLE
OF
THE
TRAF
FIC
COM
MIS
SIO
NER
S ?
IMPA
CT
OF
AUTO
MO
TIVE
SE
CTO
R
12.4 CO2
For passenger cars, through voluntary agreements with industry the focus on CO2 emission reduction is on new vehicle technology. For wider road transport, including cars demand management and use controls also offer opportunities to reduce the absolute levels of CO2 emissions generated by road transport.
PAGE 32
A greater understanding of the levers impacting on this scenario are particularly important in this context.
DfT
TAs
Co’s
Police
LAs
NGO
Media
VOSA
Con
ACAD
T’ury
DEFRA
DSA
VCA
EURO
Me
DTI
HA
RDA
Department for Transport
European Regulation Directive
Companies
Local Authorities
Treasury
Department for Food Environment and Rural Affairs
Driving Standards Agency
Vehicle and Operator Services Agency
Regional Development Agency
Highways Agency
Media and Press
Department for Trade and Industry
Police
Consultants
Individuals
Automobile Club of Germany
Non-Governmental Organisations
Traffic Authorities
Vehicle Certification Agency
ODPM
BWB
EST
Office of the Deputy Prime Minister
British Waterways Board
Energy Savings Trust
PAGE 33
Man
agin
g CO
2Em
issi
ons
OBJ
ECTI
VE
STRA
TEGY
STRA
TEGY
EN
ABLE
RS1. Im
prov
ing
CO2
thro
ugh
vehi
cle
tech
nolo
gy a
nd
desi
gn
3. C
hang
ing
the
Vehi
cle
parc
7. D
river
Ed
ucat
ion
4. Im
prov
e sp
atia
l pl
anni
ng5.
Man
age
th
e de
man
d fo
r roa
d tr
ansp
ort
2. F
uel
Dev
elop
men
t6.
Fis
cal a
nd
pric
ing
polic
y
1.1
Engi
nes
and
Emis
sion
Eq
uipm
ent
3.1
Enco
urag
e a
chan
ge to
mor
e fu
el e
ffic
ient
ve
hicl
es
1.1.
1 N
ew E
ngin
e an
d de
velo
pmen
t on
exi
stin
g te
chno
logy
1.1.
2 Ad
apta
tion
and
exte
nsio
n of
ne
w e
ngin
e te
chno
logy
-Hyb
rids
-St
op/S
tart
eng
ine
syst
ems
3.1.
1 Co
nsum
er
educ
atio
n3.
1.2
Gran
ts
and
ince
ntiv
es3.
1.3
Early
sc
rapp
age
sche
mes
3.1.
4 ea
rly
take
up
sche
mes
5.2.
1 H
ome/
wor
k bu
ilds
5.2.
2 O
ut o
f to
wn
shop
ping
de
velo
pmen
t cu
rtai
lmen
t
5.1.
1 w
orkp
lace
tr
avel
pla
nnin
g5.
1.2
Scho
ol
trav
el p
lans
5.1.
3 Pe
rson
alis
ed
trav
el p
lann
ing
5.1.
4
Publ
ic tr
ansp
ort
info
rmat
ion
and
mar
ketin
g5.
1.5
Trav
el
awar
enes
s ca
mpa
igns
5.1.
6 Ca
r Sh
arin
g
5.1.
7 Ca
r cl
ubs
5.1.
8 Te
lew
orki
ng5.
1.9
Tele
conf
eren
cing
5.1.
10 H
ome
Shop
ping
6.1
pric
e co
ntro
l of
tran
spor
t
6.1.
1 Ro
ad
pric
ing
2.1
Dev
elop
men
t of
alte
rnat
ive
fuel
s
2.1.
1 Te
chno
logy
an
d fis
cal
supp
ort
2.1.
2 D
istr
ibut
ion
netw
orks
2.1.
3 Av
aila
bilit
y
2.1.
4 En
ergy
st
rate
gy
7.1
Driv
er
choi
ce a
nd
beha
viou
r
6.1.
2 Fu
el D
uty
6.1.
3 Co
mpa
ny
Car
Taxa
tion
6.1.
4 Ve
hicl
e Ex
cise
Dut
y
6.1.
5 Ca
r Pa
rkin
g Ta
x
7.1.
2 Ed
ucat
ing
driv
er
DRI
VER
PERF
ORM
ANCE
VEH
ICLE
AN
D F
UEL
TECH
NO
LOG
YCH
ANGI
NG
THE
FLEE
TM
ANAG
EMEN
T TH
ROUG
H
INFR
ASTR
UCTU
RE
MAN
AGIN
G D
EMAN
DUS
E CO
NTR
OL
8. V
ehic
le
Sele
ctio
n
VEH
ICLE
CH
OIC
E
8.1
Prom
ote
a lo
w c
arbo
n ch
oice
8.1.
1 Gr
ants
an
d be
nefit
s
8.1.
2 La
belli
ng a
nd
Info
rmat
ion
5.2
Redu
ce
the
need
to
trav
el in
the
shop
/wor
k/ho
me
inte
rfac
e
5.1
Redu
ce
and
or re
-sc
hedu
le th
e de
man
d fo
r ro
ad tr
ansp
ort
4.1
Man
agin
g/S
moo
thin
g tr
affic
flo
ws
4.2
Spee
d m
anag
emen
t to
redu
ce
emis
sion
s
6.1.
6 Co
nges
tion
Char
ging
HA
HA
Co’s
Co’s
Me
Me
T’ur
yT’
ury
LAs
LAs
DfT
DfT
EURO
EURO
Med
iaM
edia
DSA
DSA
DfT
DfT
T’ur
yT’
ury
DfT
DfT
Co’s
Co’s
Co’s
Co’s
LAs
LAs
Me
Me
CO
CO
22
Co’s
Co’s
Me
Me
DTI
DTI
IMPA
CT O
F AU
TOM
OTI
VE
SECT
OR
VCA
VCA
EST
EST
12.5 Sustainable Mobility – Virtuous and Conflict
PAGE 34
The conflicts of sustainable mobility issues
1. The air quality/CO2reduction conflict
2. Traffic calming can create increases in CO2 and reductions in air quality through more stop/start motoring
3. Improving road space utilisation through road user charging may create an increase in off-peak demand on some routes or longer journeys to avoid charges
4. Improving road safety increases vehicle weight
Raising Air Quality Improving Road Space Utilisation
Improving Road Safety Reducing CO2Emissions
12
2
3
4
The conflicts of sustainable mobility issues
1. The air quality/CO2reduction conflict
2. Traffic calming can create increases in CO2 and reductions in air quality through more stop/start motoring
3. Improving road space utilisation through road user charging may create an increase in off-peak demand on some routes or longer journeys to avoid charges
4. Improving road safety increases vehicle weight
Raising Air Quality Improving Road Space Utilisation
Improving Road Safety Reducing CO2Emissions
12
2
3
4
The virtuous circle of sustainable mobility issues
1. Generating smoother traffic flows
2. Reduce CO2 through less stop/start and constant traffic speeds
3. Improve air quality at optimum engine operating parameters
4. Reduce accidents
Raising Air Quality Improving Road Space Utilisation
Improving Road Safety Reducing CO2Emissions
42
1
1
2
4
3
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Perkins Engines www.caterpillar.comPSA Peugeot Citroën Automobiles
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Rolls-Royce Motor Cars www.rolls-roycemotorcars.comSEAT www.volkswagen-environment.deSkoda Auto www.volkswagen-environment.deToyota www.toyotauk.com and www.toyota.co.jpVauxhall Motors www.vauxhall.co.ukVolvo Car UK www.volvocars.co.ukVolkswagen Group www.volkswagen-environment.deVolkswagen Commercial Vehicles www.volkswagen-environment.de
Organisation Web siteAuto Industry www.autoindustry.co.ukAutomotive Academy www.automotiveacademy.co.ukDepartment for Food Environment and Rural Affairs (DEFRA) www.defra.gov.uk/environment/sustainableDepartment for Transport (DfT) www.dft.gov.ukDepartment of Trade and Industry (DTI) www.dti.gov.uk/sustainability/ EC Sustainable Development www.europa.eu.int/comm/sustainableEnergy Savings Trust www.transportenergy.org.ukEnvironment Agency www.environment-agency.gov.ukEuropean Environment Agency www.eea.eu.intForesight Vehicle Programme www.foresightvehicle.org.ukLowCVP www.lowcvp.org.ukRoyal Society for the Prevention of Accidents www.rospa.org.ukSector Skills Council for the Automotive Sector www.automotive-skills.org.ukSMMT www.smmt.co.ukSustainable Development Research Network www.sd-research.org.ukThe Carbon Trust www.thecarbontrust.co.ukThe Sustainable Development Commission www.sd-commission.org.ukThe World Business Council for Sustainable Development (WBCSD) www.wbcsd.orgUK Climate Change Impact Programme www.ukcip.org.ukUK Commission for Integrated Transport www.cfit.gov.ukUK GOV SITE www.sustainable-development.gov.ukUN Division for Sustainable Development www.un.org/esa/sustdevUnited Kingdom Petroleum Industries Association (UKPIA) www.ukpia.comVehicle Certification Agency (VCA) www.vca.gov.uk
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PAGE 35