Flights to and from Europe have been automatically re-included in EU ETS since the start of 2017. In February the Commission proposed, in response to development at ICAO, to once more exempt these flights, this time indefinitely. The environment committee (ENVI) of the European Parliament adopted its report on this file in July, and the full Parliament will vote on it on September 13th.
Aviation is a substantial and growing driver of climate change, currently responsible for almost 5% of global warming. The objectives of the Paris Agreement cannot be achieved without action to rein in its emissions growth. This T&E briefing outlines how, at its triennial assembly, ICAO has an opportunity to adopt a global market-based measure which can be a starting point for greater global ambition. However, negotiations dominated by the need to protect industry and favour historic emitters is weakening the prospect of a credible deal.
Since the creation of the European Single Aviation Market, the UK and its airlines have greatly benefited for decades from full access to the European market. This access will cease to exist on 29 March 2019 in the absence of an agreement. Given the current state of Brexit negotiations, the possibility of not reaching a future deal on the aviation relationship would greatly harm the industry, consumers and, particularly, the environment.
Almost two years since the type approval reform was proposed, the European Parliament, member states and the European Commission are entering the final negotiations to agree the post-Dieselgate rules for approving cars. The third meeting is scheduled for 23 November and this briefing (in English and Spanish) summarises the key elements of a robust regulation that need to emerge from the discussions.
The ICSA submission on the CO2 standard for new aircraft agreed at the United Nations' ICAO CAEP (Committee on Aviation Environment Protection) meeting in February 2016.
Airport Carbon Accreditation (ACA) is a CO2 emissions reduction programme for airports managed by industry association Airports Council International Europe (ACI Europe). It encourages airports to monitor and either reduce or offset their emissions. Our analysis finds that, while encouraging emission reductions and aiming towards carbon neutrality at airports in Europe is important and welcome, the ACA lacks transparency and the strict rules that are required to ensure offsets credits used actually deliver emission reductions. In many cases, airports are using offset credits which are ineligible under EU climate laws due to concerns as to their environmental integrity.
In this letter, T&E, France Nature Environnement and the UECNA (Union Européenne Contre les Nuisances Aériennes) write to France's Minister for Transport, Élisabeth Borne, about the ongoing trilogue negotiations on revisions to the basic regulation of the European Aviation Safety Agency (EASA).
While fuel and ticket taxes, an effective emissions trading system, aircraft standards and other policies (discussed in our decarbonisation of aviation briefing) are essential to lower aviation emissions, sustainable, advanced low-carbon fuels will likely have to contribute too. This paper outlines how supply of sustainable fuels could be encouraged through the Renewable Energy Directive (REDII) in the period 2020-30.
Non-CO2 effects of aviation have been acknowledged by scientists but ignored by policymakers. It is estimated that gases other than CO2 have at least as large a climate impact as CO2. The European Commission has so far failed to address aviation’s non-CO2 effects despite undertaking to do so in 2008. This risks undermining the EU’s climate policy. In this briefing T&E recommends that the Commission now acts on its 2008 promise and proposes a charge on NOx emissions and earmarks funds for research into other non-CO2 effects such as contrail and cirrus formation and their avoidance.
T&E has responded to the European Commission's Public Consultation on Passengers Rights in Multimodal Transport. Through-ticketing has been essential for the growth of aviation and connectivity in Europe. By contrast, national rail companies have largely avoided these types of agreements because of competitive reasons and accordingly the opportunity for cross border rail travel has suffered enormously. Rail companies should start sharing data to make through-ticketing possible for train travel.