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Urgent Couriers of Auckland, NewZealand, is also concentrating
on reducing the amount of CO
2
emitted per dollar earned, and
in the past two years its “carbon intensity” has fallen from 168
grams per dollar (g/$) of sales to 151 g/$. This has largely been
achieved by increasing the proportion of low-emission vehicles
in its fleet from 25 to 60 per cent.
“Urgent Couriers has gained a number of clients because of its
climate neutral position. We have also significantly increased
our brand profile by highlighting our climate neutrality,” says
Urgent Couriers’ Steve Bonnici.
Tomeet the climate neutral criteria, the company agrees to buy
offsets approved by a New Zealand certification system known
as the carboNZero programme. But Bonnici says this does not
mean that the company stops looking for further emission cuts.
“Once you make the commitment to pay for your unavoidable
emissions you become very focused on reduction,” he says.
private sector to work together on challenges such as reducing
traffic congestion and improving driving methods, motivating
the switch to low carbon fuels, and efficiently utilizing transport
resources,” says Salama.
A carbon neutral motorway may sound like a contradiction.
But one participant of CN Net, Autostrada Eksploatacja, is
applying the principle to its maintenance and safety operations
on a stretch of the A2 toll road between Konin and Września in
Poland.
With the bulk of its emissions coming from electricity use and its
maintenance vehicles (it does not, of course, count the vehicles
using the motorway), the company is looking for savings such as
using more efficient road lighting, although the global financial
crisis caused this investment to be put on hold.
Autostrada Eksploatacja’s carbon neutral strategy is based on
the responsibility being taken by the company to care for trees
and other plants lining themotorway, which it estimates absorb
more carbon dioxide than the total emissions of the company.
Autostrada Eksploatacja’s Jacek Dymowski says that for a
company like this, which is heavily dependent on the use of
electricity, the level of emissions is largely beyond its control.
“Unfortunately, more than 90 per cent of electricity in Poland
comes from coal burning. There is no opportunity to buy
any ‘greener’ energy for us; we are not able to change the
macroeconomic aspects of our economy. So we have to buy
this ‘dirty’ energy.”
A similar dilemma faces the European rail industry. Even though
railways are widely seen as the greenest form of transport,
their actual emissions are largely dependent on the source
of the electricity which powers them, and this varies greatly
according to the country in which they operate.
Even so, the International Union of Railways (UIC)—
incorporating leading companies such as Deutsche Bahn,
Eurostar and Danish Railways—has become a participant of
CN Net. Among its commitments is a 30 per cent reduction in
railway emissions by 2020, compared with 1990 levels.
“Once you make the commitment to
payforyourunavoidableemissionsyou
become very focused on reduction.”
—Steve Bonnici, Urgent Couriers
With road transport accounting for the bulk of emissions in
the sector, leading car manufacturer Toyota Motor Europe
was among the first to come on board CN Net. In addition to
being a well known pioneer of hybrid cars, Toyota’s European
operations are aiming at climate neutrality through measures
such as avoiding energy waste, use of renewable power, and
offsetting travel for business meetings. The company is also
investigating the possibility of using carbon capture and storage
as the final step towards carbon neutrality.
Toyota Motor Europe’s Alaa Salama says that the greatest
contribution a company like his can make is in developing
technologies to make vehicles more fuel-efficient, but a much
wider effort is needed if emissions from the sector are going to
fall substantially.
“In addition to efforts made by vehicle manufacturers to
improve fuel efficiency, it is important for governments and the