Electric vehicles are becoming more and more competitive, mainly because battery prices have fallen 65% since 2010 and are forecasted to fall to $230 per kWh in 2017-2018. Batteries are also becoming more powerful as they gain in energy density. Moreover, these improvements were recently reinforced by other significant developments: the unveiling by Tesla of its Model 3 is making high-spec electric cars more accessible; and the Netherlands, Norway and Germany’s public support for the rollout of electric vehicles.
Carmakers must be forced to come clean after three new defeat devices were identified by analyses of three government investigations into the Dieselgate car emissions scandal, green group Transport & Environment (T&E) has said. Citing testing exemptions, most carmakers switch off their emissions control systems in everyday driving and weather conditions such as temperatures below 17°C.
This briefing looks at the main results of Dieselgate investigations in Germany, France and the UK and finds that they indicate the presence of more defeat devices. They also show most manufacturers switch off or turn down their emission control technologies at temperatures and conditions outside of the lab test without rigorous justification. More suspiciously, most cars in Europe emit much more pollution after a hot engine restart compared to a cold one demanded by the EU law – in contrast to in the US.
This briefing explains how the new type approval proposal is a once-in-a-decade opportunity to strengthen the European vehicle and component testing system, and that while the proposal is a good start, it is missing key elements needed to make it truly effective.
The NGVA claims that natural and biogas are the only viable routes to clean up road vehicles, especially trucks. Even if we would ignore the issue of methane leakage – and that is not a good idea – the potential for natural gas remains limited.
The future Renewable Energy Directive should actively promote the electrification of transport. This is the key message from the Platform for Electro Mobility in its response to the public consultation on a new Renewable Energy Directive (RED).
Earlier this year the European Commission published a communication on the security of the EU natural gas supply. The Commission is also preparing a decarbonisation of transport communication and action plan. In this context, T&E commissioned Ricardo Energy & Environment to perform a study that analyses the climate and economic impacts of a switch from oil-based fuels (for example petrol, diesel, HFO) to natural and bio-gas-based products (LNG, CNG, bio-methane).
We all know the numbers by now. By 2030 GHG emissions in the EU need to drop 40% compared to 1990. For the traded sectors that means a 43% cut, for the non-traded sectors it requires a 30% cut – both compared to 2005. That was what the EU heads of states agreed in 2014. The 2030 climate targets were agreed before the Paris climate deal.
It’s time to break the mantra that reducing the sector's climate impact will be costlyThe EU has agreed to reduce emissions from all sectors by 2030. If transport would do its fair share, it would need to reduce its emissions by 30% compared to 2005. However, certain policymakers and modellers think the transport sector should be given an easy ride.
Speech to Informal Council of EU Environment Ministers by Jos Dings, executive director, Transport & EnvironmentAmsterdam, 14 April 2016Thank you Madam President for the invitation and for organising this very timely and relevant event.I represent Transport & Environment, a Brussels-based environmental group specialising in sustainable transport, with 50 member organisations in 27 countries across this beautiful continent.