What have been the two sustainable mobility revolutions of the past decade? Of course, that is an impossible question. I am sure that if you asked 10 different people you would get 10 different answers.
This blogpost was first published as a comment by EurActiv.This week, the proposal to reform EU biofuels policy is back on the European Parliament’s agenda for the second reading, starting with a discussion about MEP Nils Torvalds’ recommendation, and a vote in the environment committee on 24 February.
Sometimes in life, you really need to prove that you’re good at something. Good at running, good at singing, good at football, good at your job. Other times, however, it may seem like it’s enough to just be better than someone else. Yes, maybe I’m not great at my job, but at least I’m better than that guy. Last week, we discovered that the European biodiesel industry is abandoning its attempt to argue that biodiesel is really good for the environment, and is instead focusing on trying to find something that has an even worse carbon performance than biodiesel.
The EU took some small but welcome steps towards reforming its biofuels policy on 13 June when the council of energy ministers agreed a position. Clearly the content of this agreement - food-based biofuels capped at seven per cent of petrol and diesel sold, and weak national targets for advanced biofuels - is far from satisfactory as it is still fails to differentiate among the various types of biofuels and reward those with better environmental performance.
This article was first published in Parliament Magazine on 13 June 2014The Ukraine crisis highlights the urgent need to rethink Europe’s energy use and dependence. Two thirds of EU oil use is in transport, and transport itself is still almost 100 per cent dependent on oil. A third of the EU’s oil comes from Russia, entailing a massive capital transfer of around €100bn a year.
This letter was first published by the Financial Times on February 19 2014. Sir, it is lazy of the Financial Times to brand critics of the Transatlantic Trade and Investment Partnership as “antitrade campaigners” (“No time to waste on transatlantic trade”, editorial, February 17). Two examples should suffice to illustrate that the controversy around TTIP is not so much about trade as about legitimacy and democracy.
This blog is part 2 of an analysis of 20 years of CO2 emission trends in transport (1990-2010) as recently published by the European Environment Agency. The first blog focused on overall trends, and on aviation and shipping. In this post Jos Dings, T&E director, looks into individual countries’ performance, in particular when set next to their economic performance, and challenges the common belief that, after all, transport emissions are an almost inevitable by-product of economic growth.