A letter to EU Environment Ministers from a coalition of environmental, health and citizens’ organisations expressing concern over the lack of ambition to address nitrogen oxides (NOx) emissions from international shipping.
The Clean Shipping Coalition and other environmental NGOs wrote to the Secretary-General of the International Maritime Organisation expressing concern at recent statements that suggested the IMO Secretariat itself was taking a position to advance the review date for the availability of low-sulphur fuels.
Vehicle tests show that without the use of gasoline particulate filters (GPF) the number of particles emitted from gasoline direct injection (GDI) engines is likely to exceed future European emissions limits, known as Euro 6 standards. Nowadays, particle emissions from these new petrol engines are higher than equivalent diesel vehicles. The cost of a filter to eliminate particle emissions is low (around €40), with no fuel economy penalty. Despite this, carmakers are delaying fitting filters on GDI cars and instead rely on manipulating tests. Their reluctance is worsening urban air pollution and reducing the health benefits of the new limits.
The European Commission has proposed to change the geographical scope of the EU ETS. This would result in fewer emissions under the cap, and consequently a smaller absolute emissions reduction. This note by CE Delft analyses how the cap would need to be changed in order to ensure a constant absolute emission reduction from the aviation sector. It finds that the cap needs to be 15-55% lower than the one proposed by the Commission.
European air pollution rules for diesel machines such as bulldozers, excavators and barges are much more lax than those for cars and lorries. As well as this, some engine types and older machines are excluded from air pollution law. This is a problem because, according to the World Health Organisation (WHO), diesel exhaust is carcinogenic. Ambitious, comprehensive and consistent rules are needed to limit air pollution emissions from non-road mobile machinery (NRMM - diesel machines). These are required to address the growing urban air pollution that Europe faces. T&E believes that future EU legislation on diesel machines must be in line with emissions limits for equivalent road vehicles.
Transport & Environment, BirdLife Europe and the European Environmental Bureau would like to commission a study to analyse the sustainable potential of energy biomass (specifically energy crops, short rotation coppice and forests) as a source of bioenergy in Europe.
The new Commission proposal cuts the emissions coverage and environmental impact of the aviation Emissions Trading System by two thirds. Only the portion of flights leaving the European Economic Area (EEA) which are within EEA ‘airspace’ would be covered under this proposal. The proposal also exempts from emissions coverage all carriers operating on routes from the EEA to over 80 developing countries with less than 1% of aviation emissions.
The introduction of longer and heavier lorries (LHVs) could lead to more CO2 and pollutant emissions, increased road accident risk and higher infrastructure bills for taxpayers. These impacts are contrary to the EU’s objectives to make transport cleaner and safer. By making road transport cheaper, it will also undermine the EU (Transport White Paper) goal of shifting freight to rail. Therefore, T&E believes the introduction of LHVs is unacceptable under the present conditions.
The Clean Shipping Coalition supports in principle the efforts from the International Maritime Organisation to assess opportunities of reducing the administrative burden that could arise from the application of the relevant international conventions. However, we believe that this effort should not be used as a way to undermine the current regulatory framework nor to relax the necessary enforcement procedures.
In 2009, the EU set legally-binding targets for new cars to emit 130 grams of CO2 per kilometre (g/km) by 2015 and 95g/km in 2020. In July 2012, the European Commission announced the outcome of its review of the modalities (ways) of achieving the 2020 target; and in June 2013, a first-reading agreement was reached on the proposal. Following the agreement, a coalition of Member States led by Germany successfully delayed a vote in Council and then overturned the deal in the Environment Council. Lithuania has now developed a new proposal it plans to table to the European Parliament. This briefing describes how the Lithuanian proposal will delay meeting the 2020 target until 2024.