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Reasons to change the zero-rated criteria for biomass in the EU ETS

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This study is published to co-inside with the European Commission's public consultation on revising the EU emissions trading system (ETS) for the period 2021-2030. The current EU ETS only accounts for smokestack emissions but erroneously rates the carbon emissions of biomass burning at zero. The study reviews the current use of biomass under the EU ETS and proposes steps to ensure that biomass use is only incentivised when it delivers real GHG emissions reductions.

Electrification strategy: a shift to sustainable e­-mobility

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This paper sets out why a cross-vehicle, cross-modal strategy to accelerate the electrification of transport – a shift towards sustainable e-mobility – should be an essential part of Europe’s ambition to achieve an energy union. It would also bring the benefits of reduced oil imports and transport CO2 emissions as well as stimulate innovation and jobs.

NGOs write to Commission on electrification of transport within a European Energy Union

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Ahead of the Communication on the European Energy Union with a forward-looking climate policy, NGOs wrote to the College of the European Commission asking it to pay special attention to the decarbonisation of transport. They ask commissioners to include a comprehensive strategy for electrification of transport as one of their priorities for moving Europe further down the road of climate and energy security and towards reducing its global land foot-print.

Industry, Cities and T&E's letter on electrification of transport within EU's Energy Union

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Ahead of its discussion on the EU’s key priorities for the next decade, seven stakeholder organisations from industry, transport and cities wrote to the College of the European Commission regarding the creation of a European Energy Union with a forward-looking climate change policy. They called on the commissioners to focus on the transport sector, which represents about a third of the EU’s overall energy consumption and is almost exclusively dependent on imported fossil fuels.

The revised FQD: weakened proposal must still be implemented

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This briefing looks at the main features of the 2014 proposal too implement Article 7a of the Fuel Quality Directive (FQD). Despite weakening – due to intense lobbying by the Canadian and US governments and oil companies – some of the elements of the 2014 proposal are worth implementing and strengthening, such as the new reporting of crude oil imports by market crude oil names (MCONs). In addition, the 2014 proposal gives fuel suppliers new ways to meet the FQD target, such as promoting low-carbon electricity used in transport.

Civil society and industry urge Barroso to maintain the Fuel Quality Directive post-2020

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Ahead of the publication of the EU's Climate and Energy Strategy for 2030, civil society organisations and industry wrote to Commission President José Manuel Barroso urging him to maintain the Fuel Quality Directive as an important tool in the post-2020 decarbonisation framework. They called on the Commission to produce a proper impact assessment and initiate a public consultation on how this policy should be improved and continued.

Las arenas bituminosas y la Directiva sobre la Calidad de los Combustibles

Lo que es: La Directiva relativa a la Calidad de los Combustibles (FQD) establece para 2020 el objetivo de reducir en un 6% las emisiones de carbono de combustibles de transporte. Se trata de un objetivo acorde a la neutralidad tecnológica que deja a la industria una gama de opciones para cumplirlo de la forma económicamente más rentable. Una de estas formas es suministrando combustibles alternativos bajos en carbono como los biocombustibles sostenibles o la electricidad limpia.

Lo que no es: La propuesta de la Comisión de implementar la FQD asigna la intensidad de carbono a todas las materias primas de combustibles fósiles, concretamente, las arenas bituminosas, el carbón líquido, los esquistos bituminosos, el gas licuado y el petróleo convencional. NO discrimina los recursos según su localización geográfica; sólo se trata de la intensidad de carbono de cada fuente de combustible. Conforme a esta propuesta, los esquistos bituminosos tienen un valor de intensidad de carbono más alto que las arenas bituminosas. El «valor predeterminado» para las arenas bituminosas NO sólo está establecido para el petróleo canadiense, sino también para todos los combustibles que provengan de arenas bituminosas de cualquier parte del mundo, incluyendo Venezuela, Rusia, Madagascar y los EE.UU.

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Nisipurile Bituminoase si Directiva Privind Calitatea Carburantilor

Despre ce este vorba: Directiva privind Calitatea Carburantilor stabileste o tinta de 6% de reducere a intensitatii emisiilor de carbon pentru toti carburantii din transport, care sa fie atinsa pana in 2020. Aceasta tinta este neutra tehnologic, insemnand ca industria poate alege cea mai eficienta cale pentru a o atinge. Spre exemplu, acestia pot furniza carburanti cu intensitate mica de carbon, precum biocombustibili sustenabili sau electricitate din surse regenerabile.

Despre ce nu este vorba: Propunerea Comisiei pentru implementarea Directivei privind Calitatea Carburantilor aloca valori de intensitate a carbonului pentru fiecare sursa de combustibili fosili, precum nisipurile bituminoase, carbunele lichid, titeiul de sist, gazul lichefiat si titeiul conventional. Aceasta nu discrimineaza intre surse pe baza locatiei geografice. Titeiul de sist primeste o valoare mai mare a intensitatii carbonului decat nisipurile bituminoase. “Valorea implicita” pentru nisipurile bituminoase nu se aplica numai celor din Canada, dar tuturor carburantilor produsi din nisipuri bituminoase oriunde pe glob, incluzand tari ca Venezuela, Rusia, Madagascar si Statele Unite.

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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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