The Commission's proposal on biofuels, published in October 2012, introduced additional incentives for biofuels from wastes and residues. These biofuels can count four times towards the 10% target for renewables in transport. However, the proposed framework is not in conformity with waste legislation, nor adapted to the biofuel context. It also leaves residues and co-products undefined, instead opting just to include an incomplete list of raw materials in an annex without description or clarification. This briefing note, written by Tim Grabiel of Défense Terre, examines the treatment of waste, residues and co-products for biofuels and bioliquids within the Renewable Energy Directive and Fuel Quality Directive and suggests a different classification of these materials.
A growing body of evidence shows the current test used to measure car fuel efficiency is outdated, unrepresentative of real-world driving and lax enough to allow carmakers to systematically manipulate official test results at the expense of consumers’ trust. European institutions are presently finalising a regulation to lower CO2 emissions from cars and vans in 2020. This has stimulated intense debate when and how a new official test should be introduced. This briefing informs this debate in the light of new evidence from the International Council on Clean Transportation (ICCT) that for the first time compares progress in official and real-world vehicle fuel efficiency on a brand-by-brand basis.
The European Union’s fuel-quality directive currently proposes to assign a default emissions value to natural bitumen (oilsands) that is higher than the value for conventional crude oil, inrecognition of the increased greenhouse gas (GHG) emissions resulting from the production and upgrading of oilsands.
Three quarters of goods in the EU are carried by road. Whilst only 3 percent of vehicles, lorries account for 25 percent of road transport CO2 emissions in Europe. Over the past 20 years the fuel efficiency of lorries has hardly improved1 and lorries are also involved in a disproportionate number (18%) of fatal accidents. One reason for this poor track record is the very blunt, hence unsafe and unstreamlined, front end of Europe’s lorries. This briefing illustrates the urgent need for smarter design and the benefits of such a change.
Europe is reforming its biofuels policy due to concerns raised about its impact on global land use change patterns and global food markets. The negative environmental impacts of the biofuels policy have been well demonstrated, but what is less clear are the economic implications. T&E, the EEB, BirdLife Europe and IISD have therefore funded this report to evaluate the costs and the benefits of the EU’s biofuels policy and its implications for the EU governments and citizens, who are currently facing economic hardship.
Proposals to lower CO2 emissions are currently being considered by the Environment Committee of the European Parlaiment. The amount of CO2 cars emit is directly related to the amount of fuel the vehicle consumes – lower carbon vehicles therefore use less fuel and are cheaper to run. This briefing outlines why 95g in the regulation should mean cars on average achieve 95g on the road and why flexibilities are unnecessary and counterproductive.
Cars are responsible for an eighth of Europe’s carbon dioxide (CO2) emissions. The amount of CO2 produced is directly related to the amount of fuel the vehicle consumes – lower carbon vehicles are therefore more fuel efficient and cheaper to run. In 2009, the EU set legally-binding targets for new cars to emit 130 grams of CO2 per kilometre (g/km) by 2015 and 95g/km by 2020. Companies providing technology solutions to car-makers confirm 95g can be met through conventional technology without the need to shift to electric or hydrogen powered vehicles.
Los vehículos generan una octava parte de las emisiones de dióxido de carbono (CO2) de Europa. La cantidad de CO2 generada está directamente relacionada con la cantidad de consumo de combustible de los vehículos. Por lo tanto, los vehículos con una emisión de carbono inferior son más eficientes y económicos por lo que respecta al consumo de combustible.
En el año 2009, la Unión Europea estableció una serie de objetivos de obligado cumplimiento para reducir las emisiones de los vehículos nuevos a 130 gramos de CO2 por kilómetro (g/km) para 2015 y a 95 g/km en 2020.
En este documento se expone por qué y cómo se debe fomentar el mercado de vehículos hipocarbónicos sin reducir los considerables beneficios que se derivan del aumento de la eficiencia de los vehículos convencionales.
New research by the Manchester Metropolitan University (MMU) highlights both the urgent need for concerted global action to address international aviation emissions and underlines the fact that all current and foreseen emissions reductions measures being promoted by industry and the International Civil Aviation Organisation (ICAO) will fall well short of those needed to prevent dangerous global warming.