Europe is starting to consider what its energy policy for transport should be for the 2020-2030 period and especially what it should do with biofuels as part of that. Following its reform of EU biofuel policy to take account of ILUC, the European Commission decided more research on land-use change emissions was needed. The result is the so-called Globiom report, which calculates land-use change (LUC) emissions resulting from additional demand for biofuels in Europe.
The Transatlantic Trade and Investment Partnership (TTIP) is a proposed free-trade agreement (FTA) between the European Union (EU) and the United States (US) that, if completed, would be the largest bilateral FTA in the world, and transform transatlantic commerce. Trade volumes between the EU and US are very high, energy remains an important exception, largely due to the US ban or limit on crude oil and liquefied natural gas (LNG) exports. Unsurprisingly the focus of EU negotiators is to end these limitations, but if the hope of cheap energy is one side of the coin, there is another: cheaper fossil energy means higher carbon emissions from increased consumption while crowding out renewable sources, all of which runs counter to the EU’s ‘40/27/27’ climate and energy targets for 2030.
Nearly three decades after they were first proposed, the pillars of sustainable development are still absent from the EU’s trade policy. Sustainable development is included in the EU’s trade strategies, negotiations and agreements — but in name only. The current approach still falls short of real commitment and ambition.
The gap between petrol and diesel taxes in Europe is quite unique in the world and is the main reason why diesel engines have taken off in Europe and not worldwide. This study analyses fuel price and tax trends since 1980 and adds a specific analysis of diesel tax paid by trucks. It finds that in 2014 the gap in tax levels for diesel and petrol paid by motorists was €0.14/l, which is 30% lower than petrol per unit of energy or tonne of CO2.
The system of testing cars to measure fuel economy and CO2 emissions is utterly discredited. This report analyses the gap between test results and real-world performance and finds that it has become a chasm, increasing from 8% in 2001 to 31% in 2012 and 40% in 2014. Without action this gap will grow to nearly 50% by 2020. It also looks at which models have been found to have the biggest gap between claimed CO2 emissions and real-world performance.
Every major car manufacturer is selling diesel cars that fail to meet EU air pollution limits on the road in Europe, according to data obtained by sustainable transport group Transport & Environment (T&E). All new diesel cars should have met the Euro 6 auto emissions standard from 1 September – but just one in 10 tested complied with the legal limit. (See infographic)
The EU set legally-binding targets for new cars to emit on average 130 grams of CO₂ per kilometre (g/km) by 2015 and 95g/km by 2021. This report, the 10th annual edition in the series by T&E, analyses the official data from the European Environment Agency on progress towards these targets made by carmakers in 2014. Click below to download the report and infographic.
This paper attempts to quantify the challenge for EU member states in reducing transport emissions under the expected 2030 ‘effort sharing decision’ and the extent to which CO2 standards for cars, vans and trucks can help achieve those targets.
This paper, as well as the attached explanatory briefing, attempts to quantify the challenge for EU member states in reducing transport emissions under the expected 2030 ‘effort sharing decision’ (ESD) and the extent to which CO2 standards for cars, vans and trucks can help achieve those targets. It makes very clear what the impacts are of mandating, or not, improved vehicle efficiency.