In November 2016 the Commission presented its new proposal for a Renewable Energy Directive in the 2021-2030 period. The main elements of the proposal on transport are to reduce the cap on food and feed-based biofuels to 3.8% in 2030 and to establish a mandate on fuel suppliers, requiring them to blend 6.8% of advanced fuels by 2030 (T&E’s position on biofuels in the RED can be found here).
Sustainable advanced biofuels can provide significant savings of greenhouse gas emissions (GHG) compared to fossil fuels, without using productive agricultural land. The European Commission’s proposal on the Renewable Energy Directive II sets a specific sub-target for advanced biofuels. This briefing is an attempt to suggest a more realistic and sustainable target level for advanced biofuels in the new Renewable Energy Directive.
Current systems of car taxation have driven a transport system dominated by privately owned, large engined cars contributing to pollution, climate change, congestion and lost urban space. T&E analysis, supported by Commission’s own modelling, shows that all new cars have to be zero emission – largely electric – from early 2030s to be in line with the Paris climate goals, and their numbers, as well as kilometres driven, have to reduce to cut energy demand and make cities clean and liveable. To respond to these challenges a wholesale reform of vehicle taxation systems is urgently needed.
In June 2018 the EU decided that so-called ‘high ILUC risk’ biofuels should no longer be counted towards its 2030 renewable energy target. This decision must be implemented with a delegated act specifying which fuels would qualify as high ILUC risk. This paper outlines policy recommendations for the EU delegated act.
The European Commission published a proposal to review the General Safety Regulation (GSR) in May 2018. This regulation defines safety technologies and design features that must become standard in new vehicles if they’re to be sold in the EU. Over 25,000 people die each year as a result of road traffic collisions in the EU. Making all new vehicles safer is a big part of addressing this problem. The more well-defined and ambitious the GSR is, the more lives that will be saved.
The European Commission presented proposals for the 2021-2027 EU budget in May and June 2018. The two main funds relevant to transport spending are the Connecting Europe Facility (CEF) and the European Regional Development Fund (ERDF). This T&E position paper outlines how spending should be used to prioritise zero-emission transport and end support for fossil gas.
As the rule book for the Paris Agreement is finalised, T&E produces a paper which proposes the full inclusion of emissions from international shipping and aviation in national climate targets, known under the Paris Agreement as nationally determined contributions (NDCs). States should pursue decarbonisation of these sectors through a combination of measures adopted at international and national level.
New mobility services and business models are changing urban transport, affecting both the supply and demand sides of urban mobility market. Evidence shows that these developments can lead to a significant reduction of single occupancy private car use and an increase of public transport use, leading to a strong reduction in congestion, local air pollution, and CO2 emissions. Despite their long term potential, the growth and development of new mobility services are often hampered by existing market access restrictions, operational requirements and financial disincentives. This joint position paper outlines the key recommendations from 10 organisations engaged in promoting new mobility. They are: BMW Group, car2go, European Cyclists' Federation, Mobility Nation, nextbike, Siemens, Transport & Environment, Uber, and the City of Vilnius.
After several attempts to act on ship greenhouse gas emissions, the International Maritime Organisation (IMO) finally agreed in 2016 on a seven-year GHG Roadmap (work programme) to discuss and agree on measures to address shipping’s climate impact. The organisation is meeting in London this April 3-13 to agree an initial GHG strategy as part of its GHG Roadmap. This paper outlines what T&E believes that stratedgy should contain.
Environmental organisations have long been concerned about the current rules relating to passenger transport VAT. The transport sector now accounts for the largest share of the EU’s greenhouse gas emissions, and the growth of aviation emissions now outstrips almost all other GHG sources. Yet member states oversee a VAT system which, through voluntary derogations, further inflates aviation’s rapid growth while also distorting competition with less carbon-intensive transport modes.