Browse by topic: Publication, Briefing


GHG emissions from ships: the MRV proposal

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Shipping is the only sector without an EU cap on emissions. In 2009, the EU committed to include shipping in its climate policy but instead the Commission proposed last year only to monitor CO2 emissions. This briefing outlines why T&E believes the Monitoring, Reporting and Verification (MRV) proposal is a step in the right direction but lacks ambition and will have little impact if left unchanged. It explains why the MRV system should be broadened to also include SOx and NOx, and why unreliable monitoring methods should be removed and data transparency ensured.

Sables bitumineux et directive sur la qualité des carburants – de quoi sagit-il?

Contenu et objectifs: La Directive sur la qualité des carburants - FQD pour ses sigles en anglais - fixe comme objectif de diminuer de 6 %, d’ici 2020, l’intensité carbone des carburants utilisés dans les transports. C’est un objectif technologiquement neutre puisqu’il laisse aux industriels le choix parmi tout un éventail d’options pour y parvenir de la manière la plus rentable. Une de ces possibilités consiste à fournir des carburants moins carbonés, comme l’électricité propre.

Les faux débats: La Commission propose pour la mise en œuvre de la FQD d’attribuer une intensité carbone à toutes les sources de carburants, qu’il s’agisse des sables bitumineux, du charbon liquéfié, des schistes bitumineux, du gaz liquéfié ou du pétrole conventionnel. Elle NE fait PAS de distinction entre les sources sur la base de leur origine géographique. Il s’agit uniquement de l‘intensité carbone de chaque source de carburants. Avec cette proposition, les schistes bitumineux ont un taux d’intensité carbone plus élevé que les sables bitumineux. La «valeur par défaut» spécifique pour les sables bitumineux, NE s’applique PAS seulement au pétrole canadien, mais à tous les carburants qui sont produits à partir de sables bitumineux, où que ce soit dans le monde, y compris au Venezuela, en Russie, à Madagascar et aux États-Unis.

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NOx emissions from shipping: Where are we? What are the perspectives?

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At its 65th session, the Marine Environment Protection Committee (MEPC) of the International Maritime Organisation (IMO) reached an agreement in principle to postpone the international NOx emissions limits for new ships from 2016 to 2021. This IMO decision needs to be confirmed by vote at the next MEPC meeting in April 2014. This briefing outlines why T&E believes a strict NOx standard for shipping should not be delayed. International shipping is currently responsible for 50,000 premature deaths annually in Europe.

Vehicle noise: impact of Commission, Parliament and Council positions

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Traffic noise is the second biggest environmental factor affecting Europe’s health after air pollution. Almost half of EU citizens are regularly exposed to road traffic noise over the level that the World Health Organisation (WHO) considers to pose a serious risk to health. Noise pollution has been linked to 50,000 fatal heart attacks every year in Europe.

Effect of the German phase-in proposal to the 2020 target

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Cars are responsible for an eighth of Europe’s carbon dioxide (CO2) emissions.  The amount of CO2 produced is directly related to the amount of fuel the vehicle consumes – lower carbon vehicles are therefore more fuel efficient and cheaper to run.

Tar sands and the Fuel Quality Directive - what is it all about?

What it IS about: The Fuel Quality Directive (FQD) sets a 6% reduction target in the carbon intensity of transport fuels to be met by 2020. This is a technology-neutral target that leaves to the industry a range of options to meet it in the most cost-effective way. What it's NOT about: The Commission proposal to implement the FQD assigns carbon intensity to all fossil fuel feedstocks, namely: tar sands, coal-to-liquid, oil shale, gas-to-liquid and conventional oil. It does NOT discriminate between sources on the basis of geographical locations; it’s all about the carbon intensity of each fuel source.

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Global deal or no deal? Your free guide to the ICAO Assembly

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 The International Civil Aviation Organisation's 38th triennial Assembly meets in Montreal from 24 September to 4 October 2013. The Organisation is facing its biggest test so far to fulfil a 16-year old obligation under the Kyoto Protocol to limit and reduce greenhouse gas emissions from international aviation. Having turned down the option of implementing a global emissions trading system in 2004, this Assembly is being asked nearly a decade later to commit to a process towards an as yet vaguely defined global measure with unclear environmental impacts which would not take effect until 2020. This guide explains the history of ICAO's inaction, the current state of play, and what environmental NGOs believe the Organisation should to do address rising emissions from international aviation. 

ICSA documents submitted to the International Civil Aviation Organisation

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ICSA, the International Coalition for Sustainable Aviation, has observer status at the International Civil Aviation Organisation (ICAO), where it represents environmental NGOs and civil society. T&E is a founding member. ICSA has submitted several working papers to the Organisation in order to help convince states and industry at the 38th ICAO triennial Assembly of the urgent need for action to develop and implement by 2016 a market based measure that will be effective in reducing international aviation emissions.

Aviation ETS: a meaningful future?

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The one year pause for aviation in the EU Emissions Trading System (ETS) has intensified international debate on finding a global emissions deal for aviation. This pause will finish at the end of the year and aviation in the ETS will revert to full enforcement next January. Some countries, led by the US, are pressing for any future scope to be limited to “EU airspace”, which would be environmentally ineffective and unacceptable. If the ETS is to be amended, it should be on the basis of maximum coverage of emissions generated by international flights. The most promising option to keep an environmentally sound ETS while addressing the concerns of other countries is for the EU to regulate extra-European flights on a 50/50 basis: the first 50% of any departing flight and the last 50% of any arriving flight. This, and the other options on the table, are fully explained in the briefing below.The various options available to the EU will be debated at a roundtable event in the European Parliament on September 4th. For more information about the event, see here: