The biggest failure of the current regulation to reduce CO2 emissions from new cars and vans has been the inability to deliver emissions reductions on the road. Whilst new car CO2 emissions measured using the obsolete laboratory test (NEDC) have fallen by 31% since 2000, on the road the reduction is just 10%. The gap between test and real-world performance has leapt from 9% in 2000 to 42% in 2017. Had the gap remained constant there would have been 264 Mt CO2eq less cumulative emissions by 2017. The additional fuel burned to produce these emissions cost drivers an extra €150 billion EU-wide.
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 T&E's report on why Europe’s obsession with diesel cars is bad for its economy, its drivers and the environment.
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.
Last July, the European Commission’s Strategy for Low Emission Mobility promised a ‘phaseout of food-based biofuels’. However, this promise of a phase-out is not visible in Annex X of a leaked draft proposal of the Renewable Energy Directive (RED). The leak points to the Commission’s intention to keep 3.8% of 1G biofuels in transport fuels in 2030. This is only 1.1 percentage point less than the 4.9% share of 1G biofuels in transport in 2014. In this briefing T&E analyses: how much would the Commission’s draft proposal increase EU transport greenhouse gas (GHG) emissions in the 2021-2030 period compared to a ‘proper’ phase-out of 1G biofuels?; how much underestimation of EU transport GHG emissions in the 2021-2030 period would the draft proposal lead to – as a result of the zero-counting of biofuels – compared to a ‘proper’ phase-out of 1G fuels?
This report, released on the first anniversary of the Dieselgate scandal, exposes the shocking number of dirty diesel cars on the EU’s roads and the feeble regulation of cars by national authorities that have focused on protecting their own commercial interests or those of domestic carmakers. In the US, following the disclosure that VW had cheated emissions tests, justice has been swiftly and effectively delivered. This is in stark contrast to Europe where VW claims it has not acted illegally, no penalties have been levied and no compensation has been provided to customers.
Aviation is already a major and growing emitter. In Europe its emissions have doubled since 1990, and globally they could, without action, double or treble by 2050. The sector will have a substantial fuel demand well into the 2030s, 2040s and beyond, the period when our economy needs to increasingly decarbonise. This report puts forward measures to limit that fuel requirement, but ultimately the remaining and substantial fuel demand will need to have its carbon content eliminated. The process of cutting and then decarbonising that fuel demand is the focus of this report.
The main purpose of the analysis is to better understand the nature of the likely cost impact of Arctic HFO ban on Cruise industry and passenger ticket prices and in doing so, contribute to informed decision-making at the International Maritime Organisation (IMO). This study has analysed these costs for cruise industry using three summer 2018 trips of MS Rotterdam to the Arctic as case studies.
Electric and hydrogen cars rely on renewable electricity that the EU can produce locally. But, instead, fossil-fuelled cars are driving Europe's addiction to oil. Crude oil and petroleum products represent around a third of the EU’s total energy consumption. The EU imports around 90% of the oil it needs and this share is expected to rise in the future. Two-thirds of the EU’s oil is used in transport.