This blogpost was originally published by the Huffington Post. It was co-authored by Bill Hemmings, Programme Manager for Aviation with Transport and Environment and Vera Pardee, senior attorney with the Center for Biological Diversity's Climate Law Institute.
The EU has set a legally-binding target for new cars to emit no more than 95 grammes of CO2 per kilometre (g/km) by 2020. The target for vans is 147g/km. In July 2012, the European Commission announced its proposals on how these targets should be met. These proposals are currently being considered by the European Parliament and Council. The Commission did not propose further standards for 2025.This briefing outlines the arguments for setting strong 2025 targets and explains why industry arguments for delaying these targets are unfounded and would set back progress. It is based on new research by consultancy Ricardo-AEA (also downloadable in this page) as well as other evidence.
Sustainable transport group, Transport & Environment (T&E), today welcomed the Commission proposal mandating that member states build up infrastructure for alternative fuels such as electric charging points for road transport and liquefied natural gas (LNG) refuelling points for ships.
In the context of the EU's one year 'stop the clock' of the EU ETS in order for a global aviation emissions reduction framework to be implemented by ICAO, this factsheet compares the myths and realities of the United States of America's policy towards curbing international aviation emissions.
Flying in the face of industry claims about the unbearable cost  of including aviation in the EU Emissions Trading System (ETS), air carriers will generate up to an estimated €1.3bn in windfall profits in 2012 alone, a new study by independent consultancy CE Delft reveals.
A new study shows that the aviation industry will receive substantial additional windfall profits from the proposed ‘stopping of the clock’ for flights to and from Europe under the EU Emissions Trading System (ETS). Airlines should not retain these windfall profits – that would be unjust, self-serving and a betrayal of passengers’ contributions to fight climate change - but give them to the UN’s Green Climate Fund established to assist developing countries tackle the impacts of climate change.
The ICAO High Level Group in International Aviation and Climate Change, established last November to resolve political questions surrounding a global market based measure for international aviation emissions, also needs to agree an ICAO position on the geographic scope of any national or regional schemes such as the EU ETS. The three alternatives being considered are based on departing flights, nationality of carrier or a country’s airspace. Suggestions that an airspace approach would be appropriate are unrealistic and can't be serious. ICAO already recognised 5 years ago that the airspace option was impractical. These talks require a more responsible and disinterested approach and here we explain why.
Europe can effectively replace oil with renewable energy in transport without resorting to harmful biofuels, according to a new report by Dutch research institute CE Delft , commissioned by environmental groups.
Putting EU green transport policy back on trackEuropean countries are ramping up biofuel use in an effort to meet their obligations under EU objectives to decarbonise energy in the transport sector. But green transport targets for 2020 in the renewable energy directive (RED) and fuel quality directive (FQD) have largely served to incentivise damaging technologies, in particular unsustainable “land-based biofuels” .
Opinion by our Director, Jos Dings
A new year has come, full of new challenges and opportunities. Fortunately, for now, Europe seems to have averted the worst emergencies. This should allow for some less ad-hoc and more strategic thinking about recipes to get ourselves out of the woods.