The current system for testing car CO2 emissions and fuel economy, the NEDC, is obsolete. Thankfully, a new test, the WLTP, is scheduled to replace the NEDC in 2017. To do this, the average CO2 emissions target for cars (95 g/km for 2020/1) needs to be revised in a way that maintains “equivalent stringency” between the tests.
In June 2015, the US Environmental Protection Agency announced phase II of fuel efficiency standards for medium and heavy-duty trucks, intended to reduce planet-warming carbon pollution. In the US tractor-trailers average between 33-36l/100km. The new proposal will bring that down to below 27l/100km by 2027. This explanatory note details how US trucks will overtake European lorries as the most efficient in the world.
This briefing shows how fuel economy in trucks in Europe has stagnated for 20 years in the absence of regulation. While the US is pushing ahead with the second phase of CO2 standards, the EU is stuck developing a system for monitoring and reporting.
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.
This briefing assesses the new regulation proposal for emissions from non-road mobile machinery (NRMM). It makes modest progress in covering a wider range of engines types and in tackling the issue of particulates emissions. However, T&E finds that the proposal is likely to create market distortion and favour specific fuel/technologies that cannot be justified. It also has no requirement on existing engines to adopt retrofit equipment to have an earlier impact on air quality, resulting in an unacceptably long wait in light of the persistent air quality problems around Europe.
Aviation's tax-exempt status has always been an unjustified subsidy to the most carbon-intensive mode of transport. As the EU's commits to further emissions reductions and to a shift towards environmental taxation, so arguments for abolishing these exemptions are stronger than ever. This briefing outlining what steps the EU needs to take, and how ending these exemptions can reduce emissions and create employment.
This paper is a six-point reaction to transport-specific elements of a draft Energy Union Communication from 30 January 2015.
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.
After a decade of promoting biofuels, Europe is in the midst of reforming its policy. Below you can download three different graphs (in pdf): the political positions of the three European institutions in early 2015; what they mean in terms of emissions and a detailed timeline of events since the first policy was introduced in 2003.
Transport & Environment director Jos Dings addressed a hearing in the European Parliament on 4 November, 2014. He laid out T&E's position on European road toll systems for private vehicles, including environmental, financial, technical and privacy concerns. His remarks are available to download.