Despite all the fanfare about electric trucks at the world’s largest truck fair (IAA) on Wednesday 19 September, the German and European truck lobby groups are urging lawmakers to weaken emission reduction targets so they can keep selling even dirtier diesel lorries for another decade and as few electric trucks as possible. Transport & Environment’s (T&E) analysis shows that new trucks in 2025 could be even less fuel efficient than those in 2019, if lawmakers follow the wishes of the German VDA and Europe’s ACEA.
The use of palm oil for EU biofuels dwarfs the amount used to make cookies, hazelnut spreads, ice cream, shampoo, lipsticks – and other food and cosmetic products. That’s according to new industry data which shows diesel cars and trucks burned 51% of all the palm oil used in Europe in 2017.
The European Commission today proposed the EU’s first-ever fuel economy standards for new trucks. The 2025 target of 15% will save truck owners €5,000 in reduced fuel bills every year, strengthen European truckmakers’ competitiveness and cut millions of tonnes of climate-changing emissions. Sustainable transport group Transport & Environment (T&E) welcomes the proposal but cautions that the Commission’s plan falls short of the ambition demanded by hauliers and businesses and what’s needed to hit the EU’s own climate goals.
The costs of emissions-free, electric vans are now as low as their diesel competitors. That’s according to a new study by consultancy CE Delft that focuses on the small van segment largely used in cities and which accounts for 40% of total van sales in the EU. The study takes into account purchase price, taxes, fuel bills and maintenance costs over six years, equivalent to a standard lease contract. The rapid fall in battery prices – they dropped by 24% in 2017 alone – is the main factor in making electric vans reach cost parity.
This study shows that, in the period 2008 to 2011, a time before CO2 standards for trucks came into effect in the US, truck prices increased but fuel efficiency remained broadly static. Coming into force in 2011, standards ensured the deployment of fuel saving technologies and brought about a 24% fuel efficiency gain from 2011 to 2017.
This is the fifth in a series of eight snippets about how to decarbonise land freight by 2050. Based on a new T&E study, the series will culminate in a public debate in Brussels in September.
The EU is negotiating trade deals with Mercosur (Argentina, Brazil, Paraguay and Uruguay), Indonesia, and soon Malaysia, These trade deals represent a risk for the EU’s sustainable transport plans. All mentioned countries are producers and exporters of crop-based biofuels, especially from palm and soybean oil that have higher overall emissions than fossil diesel. All ongoing negotiations include chapters on energy and raw materials.
This report assesses how the EU and Nordic countries could achieve zero GHG road freight and buses by 2050. The report analysed “off the shelf” technologies and strategies (defined as low hanging fruit), such as improving fuel efficiency in diesel trucks or moving more freight into railways. In addition, it also assessed how we could move beyond “low hanging fruit” and fully decarbonise the road freight sector. For this we looked at technologies such as catenary-hybrid, battery electric, hydrogen and power to liquid. All of this information was fed into T&E’s in-house transport model.
The European Parliament will vote next week on whether to strengthen the proposal for Europe’s key climate law, the so-called Effort Sharing Regulation (ESR) – or ‘Climate Action Regulation’, the name agreed by the environment committee. MEPs will be asked to back a more ambitious starting point than the European Commission’s proposal and to close some loopholes to ensure member states actually reduce their emissions.
The Effort Sharing Regulation (ESR) defines the carbon budget for EU member states for the non-traded sectors (surface transport, buildings, agriculture, small industry and waste) until 2030. If the ESR’s headline goal of -30% compared to 2005 is undermined through loopholes, the ESR will not lead to real-world emission reductions in those sectors. This FAQ is aimed at bringing clarity to one element being discussed during the negotiations: the ESR Safety/Early Action Reserve.