The following is the methodology note for the calculations used in T&E's original video 'Stop the Oil Waste', which details the waste from inefficient cars in Europe because of weakenings in proposed legislation. This waste is worth 35 billion EUR a year! The more fuel-efficient a car is, the cheaper it is to run. The European Parliament is currently deciding how fuel-efficient future cars in Europe should be. Weakening of the proposed car fuel-efficiency law (95 grams of CO2/km) will cause huge levels of oil waste and money.
This open letter, signed by a large group of civil society groups and NGOs, calls on Members of the European Parliament to make crucial changes to the EU biofuels policy. The policy is not only failing in its basic objective of cutting CO2 emissions from Europe's transport, but is also costing governments and taxpayers €10 billion in support every year.
The EU has reached its greenhouse gas emissions target for 2020 nine years early. Figures released by the European Environment Agency (EEA) show emissions in 2011 were almost 20% lower than those in 1990, the ‘baseline’ year for the EU’s reduction targets. T&E says the figures show the 2020 target was not strict enough, and they make the case for investments in low-carbon technologies during times of economic downturn.
This briefing paper by Tim Grabiel, senior lawyer at Defense Terre, centres on the precautionary principle and preventive action, two fundamental bedrocks of EU policy creation, and the need for them to be applied to the issue of indirect land-use change emissions from biofuels.
One of the main arguments put forward by countries such as China, India and Brazil is that according to agreed principles under the UNFCCC 'developed' countries have the greater historical responsibility for their accumulative historical CO2 emissions. The list of top 20 historical aviation emitters, however, includes China, Singapore, the UAE and Brazil, suggesting that these countries also have a historical obligation to address aviation emissions. See below an array of data that set out the actual situation regarding historical responsibility for international aviation emissions.
Developing countries argue that action to reduce greenhouse gas emissions should start with developed countries because they have the greatest historical responsibility for generating CO2 emissions and thus causing the bulk of global warming. At the recent abortive round of deliberations of the UN’s International Civil Aviation Organisation (ICAO) High Level Group, these arguments came to the fore again. During the discussions to find consensus around global action to address aviation’s contribution to climate change, China, India and Brazil revived old arguments that they have no responsibility to act, not even at differentiated levels, because of these historical issues enshrined in the global climate negotiations.
The Commission's proposal on biofuels, published in October 2012, introduced additional incentives for biofuels from wastes and residues. These biofuels can count four times towards the 10% target for renewables in transport. However, the proposed framework is not in conformity with waste legislation, nor adapted to the biofuel context. It also leaves residues and co-products undefined, instead opting just to include an incomplete list of raw materials in an annex without description or clarification. This briefing note, written by Tim Grabiel of Défense Terre, examines the treatment of waste, residues and co-products for biofuels and bioliquids within the Renewable Energy Directive and Fuel Quality Directive and suggests a different classification of these materials.
The International Air Transport Association (IATA), a trade body comprising 240 airlines worldwide, today finally acknowledged the need for a global market–based measure to reduce aviation's contribution to climate change. IATA called on their airline members to encourage their governments to agree at this year’s International Civil Aviation Organisation (ICAO) Assembly on a global carbon offsetting measure to take effect in 2020.
A coalition of 11 environmental, development and science groups wrote to Tony Tyler, the head of international aviation trade body, IATA, calling for a global sectoral approach that covers the environmental cost of airlines' emissions. The letter was sent days before 240 airlines gathered in Cape Town, South Africa at IATA's Annual General Meeting to discuss the industry issues including the sector's contribution to climate change. The full letter is reproduced in the downloadable link below.
A growing body of evidence shows the current test used to measure car fuel efficiency is outdated, unrepresentative of real-world driving and lax enough to allow carmakers to systematically manipulate official test results at the expense of consumers’ trust. European institutions are presently finalising a regulation to lower CO2 emissions from cars and vans in 2020. This has stimulated intense debate when and how a new official test should be introduced. This briefing informs this debate in the light of new evidence from the International Council on Clean Transportation (ICCT) that for the first time compares progress in official and real-world vehicle fuel efficiency on a brand-by-brand basis.