This paper sets out why a cross-vehicle, cross-modal strategy to accelerate the electrification of transport – a shift towards sustainable e-mobility – should be an essential part of Europe’s ambition to achieve an energy union. It would also bring the benefits of reduced oil imports and transport CO2 emissions as well as stimulate innovation and jobs.
Ahead of the Communication on the European Energy Union with a forward-looking climate policy, NGOs wrote to the College of the European Commission asking it to pay special attention to the decarbonisation of transport. They ask commissioners to include a comprehensive strategy for electrification of transport as one of their priorities for moving Europe further down the road of climate and energy security and towards reducing its global land foot-print.
Ahead of its discussion on the EU’s key priorities for the next decade, seven stakeholder organisations from industry, transport and cities wrote to the College of the European Commission regarding the creation of a European Energy Union with a forward-looking climate change policy. They called on the commissioners to focus on the transport sector, which represents about a third of the EU’s overall energy consumption and is almost exclusively dependent on imported fossil fuels.
After a decade of promoting biofuels, Europe is in the midst of reforming its policy. Below you can download three different graphs (in pdf): the political positions of the three European institutions in early 2015; what they mean in terms of emissions and a detailed timeline of events since the first policy was introduced in 2003.
This report is part of the eighth annual report T&E has published on progress in reducing CO2 emissions and improving the fuel efficiency of cars. This document focuses on average new car emissions in different Member States and highlights the effectiveness (or otherwise) of their different taxation policies in encouraging the purchase of lower carbon cars.The principal responsibility to reduce CO₂ in line with the Regulation falls upon the carmakers. Each carmaker has a target for the CO2 emissions of the new cars it sells in 2015 and 2020/1. However, there is much that Member States can do to help (or hinder) progress through the policies that they adopt nationally. Substantial differences in the rate of progress of companies are mirrored by the Member States, principally because of differences in the ways cars are taxed across the EU. While some countries have made conspicuous efforts to improve the fuel economy of their new cars, others have done very little to support the aims of the cars and CO₂ legislation.In 2013, the top six best performing countries all achieved annual emissions reductions of new cars of more than 5% (Netherlands, Greece, Slovenia, France, Finland and Bulgaria). In contrast the laggards, including Sweden and Poland, achieved less than 2.5% improvement in average CO₂ emissions from 2012. Countries with low average emissions typically have initial registration taxes (purchase taxes) and company car taxes that are steeply differentiated by CO₂. Annual circulation taxes are a modest driver of fuel efficiency even if they are graduated according to CO2 emissions, and high fuel taxes alone have a limited influence on the efficiency of the cars being bought – but do impact on the overall level of car use and fuel consumption.Low levels of diesel tax encourage higher proportions of diesel car sales and more vehicle use. Fuel should be taxed on the basis of its energy content with similar rates of excise duty applied to gasoline and diesel fuels to avoid market distortions leading to dieselisation.To see a sample analysis of the performances of six Member States, download the factsheets here:DenmarkFranceGermanyNetherlandsSwedenUnited Kingdom
Ahead of trilogue negotiations on the European Commission's lorry weights and dimensions proposal, the International Road Transport Union (IRU), representing hauliers, and Transport & Environment wrote to the Commission, Council and Parliament. In the letter they urge decision-makers to seize a once-in-a-generation opportunity to support and enable a maximisation of lorry fuel efficiency which will reduce emissions, while creating opportunities to further improve safety and driver comfort. They ask the decision-makers to reject a proposed moratorium and not delay such innovations any further.
An EU-wide coalition of civil society organisations representing a broad spectrum of public interests have joined their voices to face the democratic threat posed by the current Transatlantic Trade and Investment Partnership (TTIP) negotiations. To promote social justice, environmental sustainability and human rights it is imperative that investor-state dispute settlement (ISDS), a regulatory co-operation council and the deregulation of standards are clearly excluded in a transparent fashion from TTIP.
Supported by more than 20 million EU citizens across 28 member states, the Green 10 alliance of leading environmental NGOs at the EU level calls for a comprehensive, evidence-based approach to negotiations on the Transatlantic Trade and Investment Partnership between the EU and the US. The approach must seriously consider the environmental and democratic challenges posed by this agreement. The Green 10 are also against the inclusion of investor-state dispute settlement (ISDS) and provisions for a regulatory co-operation council, both of which threaten recent and future environmental and social achievements in Europe.
Transparency within all realms of policy development are not only treaty-embedded obligations for the European Commission but a practical and necessary condition to secure respectful and beneficial outcomes for European society as a whole. In response to the European Ombudsman’s investigation into transparency within trade negotiations, T&E suggests concrete measures and raises examples of best practice that would enable meaningful and constructive input from civil society across Europe and the Atlantic.