This paper attempts to quantify the challenge for EU member states in reducing transport emissions under the expected 2030 ‘effort sharing decision’ and the extent to which CO2 standards for cars, vans and trucks can help achieve those targets.
Speech at European Commission DG Trade hearing on the Environmental Goods Agreement on 9 June 2015 by T&E senior policy officer on sustainable trade, Cecile Toubeau
A fuel tax agreement operates in the US and Canada which is known as the International Fuel Tax Agreement, or IFTA. Under the IFTA, truck operators (hauliers) record distance travelled and fuel consumed within each state/province (jurisdiction). Tax paid where fuel is purchased is later reconciled against actual use. Thanks to this reconciliation process, hauliers obtain a rebate from some jurisdictions and pay additional taxes to others.
This paper, as well as the attached explanatory briefing, attempts to quantify the challenge for EU member states in reducing transport emissions under the expected 2030 ‘effort sharing decision’ (ESD) and the extent to which CO2 standards for cars, vans and trucks can help achieve those targets. It makes very clear what the impacts are of mandating, or not, improved vehicle efficiency.
There is little publicly available information on how the design efficiency of ships that have entered the fleet since 2009 has developed. The IMO has published the energy efficiency design index (EEDI) of a limited number of ships launched since 2012, but the sample of ships is small and the time period limited. The published data show clearly, however, that estimated index values (EIV) and EEDIs of ships are well correlated.
On 28 April 2015, the European Parliament was expected to ratify a Monitoring, Reporting and Verification (MRV) regulation for greenhouse gas (GHG) emissions from shipping. This briefing details how shipping emissions have increased by approximately 70% since 1990 and the EU's track record on cutting these emissions. Under current policies, the IMO's GHG study forecasts shipping CO2 emissions to increase by 50% to 250% by 2050, which would then represent between 6% to 14% of total global emissions. While emissions from other sectors have started declining or are looking to peak in 2020, none of the “business as usual” scenarios for shipping foresee a decline in shipping emissions before 2050. The EU has promised measures for shipping emissions three times since 2009 and the Commission’s communication on Energy Union made it clear that all sources of emissions should contribute to the EU 2030 reduction target.
On 28 April 2015, the European Parliament was expected to adopt a final compromise for the reform of EU biofuels policy that would then be endorsed by the Council of the EU. This briefing outlines how, after several years of difficult discussions, this compromise lacks the necessary ambition to tackle properly the issue of indirect land-use change (ILUC). However, it sets some key principles for the phase-out of first-generation biofuels, recognises the problem of ILUC emissions and introduces new measures for other alternatives such as advanced biofuels and renewable electricity. T&E stresses that these elements will need to be captured in the 2030 transport fuels policies.