This report examines the difference between the official laboratory test results and real-world CO2 emissions and fuel economy of cars. It shows the current system has totally failed and explains how to fix the problems. The difference between official laboratory test results and real-world car performance is growing uncontrollably jumping from 9% in 2001 to 28% in 2012 and 42% in 2015. It is expected to reach 50% before 2020.
Transport & Environment (T&E) welcomes the draft report and recommendations of the European Parliament’s investigation into the Volkswagen emissions testing scandal, known as the EMIS committee. The draft Dieselgate report, presented by co-rapporteurs MEPs Gerben-Jan Gerbrandy and Jens Gieseke, rightly identifies the key failures of national regulators to implement the current rules on vehicle testing: failure to independently test cars in order to verify cars’ performance on the road; failure to search for illegal defeat devices despite clear obligations to do so; and failure to put in place and apply dissuasive penalties on car manufacturers.
By Jos Dings, executive directorWHAT WE LEARNED IN 2016: This piece is not to add to the incredible volume of thoughtful analysis on what made Brexit and Trump possible – let alone to offer a solution. It is about what it means for NGOs in general and T&E in particular, and what we can do now.What it means? Put simply, bad news, and not only because the Brexiteers and Trump are no tree huggers. Green and less green politicians come and go after all.
By Jelena Simjanovic, clean energy directorWHAT I LEARNED IN 2016: I joined T&E in late summer, soon after the European Commission published its Low-emission Mobility Strategy. Its goals looked promising: increasing efficiency of the transport system; speeding up the development of low-emission alternative energy for transport; and moving towards zero-emission vehicles. While I had a general idea about biofuels and sustainability issues around them, I entered the transport world after 10 years of working on a variety of energy sector issues and carbon markets. I feel privileged to have a job where I can learn as much as I have learned in the past five months, while at the same time utilising my extensive knowledge of the electricity and energy markets for the discussion on transport electrification and development.
Aviation is responsible for an estimated 5% of climate change, however the Paris Agreement left it unclear who is responsible for regulating the sector’s emissions. At the conclusion of COP21, the UN’s aviation agency, ICAO, and the aviation sector itself committed to substantial climate action in 2016. Now is the time to evaluate whether they followed through on that commitment. The two measures adopted in 2016 – a CO2 standard for new aircraft and a global market based measure to stabilise emissions at 2020 levels fall far short of what the Paris Agreement requires. Neither will have a meaningful impact on aviation emissions. Much more is needed – both greater ambition at ICAO, but also developed countries must go first and take serious action to reduce emissions from the aviation sectors which dwarf emissions from developing countries.
The poisonous sulphur content of marine fuels is to be capped at 0.5% by the year 2020, a move that is expected to prevent hundreds of thousands of premature deaths, mainly in the developing world. T&E applauded the decision by the International Maritime Organisation (IMO), which had considered delaying the limit by five years but, after a sustained campaign by environmental groups, stayed with its original deadline.
The pressure on Europe to take action on shipping’s climate emissions is building after the International Maritime Organisation (IMO) decided last month to delay by at least a further seven years any decision on a global agreement to cut greenhouse gas emissions (GHG) from ships. Leading members of the European Parliament called the delay an abject failure by national governments and the shipping industry.
The Paris Agreement’s objectives cannot be achieved without action to address rapidly growing emissions from international aviation and shipping, however these emissions sit outside of national targets. At the conclusion of COP21, the two UN agencies which regulate these sectors (ICAO for aviation and IMO for shipping) promised big action in 2016. Did they deliver? The event will consider what progress, if any, was made this year, what impact it may have on these sectors and what needs to happen now.
In a letter to the environmental ministers of the European Union, 29 green organisations, including Carbon Market Watch, WWF, BirdLife and T&E, call for the ministers' support to ensure that the EU delivers its commitments in the Paris Agreement. In light of the Environment Council on 17 October, the organisations stress that especially the Effort Sharing and LULUCF regulations are of high importance to ensure the Paris Agreement's targets.