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 average car sits unused for more than 90% of the time, carries on average just one and a half people and costs, on average, €6,500 a year to own and run. Each car occupies 150m2 of urban land and still this is not the full bill – congestion costs the EU economy €100 billion annually. The convenience that made the car a 20th century icon has been eroded by its popularity.
A study by the respected Öko-Institut in Germany says Europe needs to slash its transport emissions by 94% by 2050. That's what it takes to avoid catastrophic 2 degree warming. Meanwhile, EU governments – particularly Italy and Poland – are trying to destroy the already inadequate target of -30% by 2030.
Transport is Europe's biggest climate problem accounting for 27% of its GHG emissions in 2017. This report summarises a series of studies by Transport & Environment. (T&E analysed pathways for decarbonisation in the road freight, aviation, shipping and car sectors.) It demonstrates that transport can and must be decarbonised by 2050 at the very latest, not only to limit global warming but also to ensure Europe's competitiveness, its energy sovereignty and the health and well-being of its 500 million citizens.
Transport is Europe’s biggest source of carbon emissions, contributing 27% to the EU’s total CO2 emissions, with cars representing 45% of these. Transport is also the only sector in which emissions have grown since 1990, driving an increase in the EU’s overall emissions in 2017. If the EU is to achieve the global Paris climate agreement goals of pursuing efforts to limit the global temperature rise to 1.5ºC, transport emissions must be reduced to zero by 2050 at the very latest, including emissions from passenger cars. This paper analyses options to achieve zero emissions in the EU car segment by 2050. It is designed to feed into the Commission’s current deliberations on 2050 climate scenarios.
Romania has to reduce its non-ETS greenhouse gas emissions by 2% in 2030, and transport is one of the highest emitters within these non-ETS sectors. As a result, and also to comply with the EU's long-term decarbonisation goals and the Paris agreement, Romania must take urgent and robust action to reduce the emissions in transport. In this report for the European Climate Initiative (EUKI), T&E analyses and proposes a series of key actions that Romania should undertake to decarbonise transport.
Hungary has to reduce its non-ETS greenhouse gas emissions by 7% in 2030, and transport is one of the highest emitters within these non-ETS sectors. As a result, and also to comply with the EU's long-term decarbonisation goals and the Paris agreement, Hungary must take urgent and robust action to reduce the emissions in transport. In this report for the European Climate Initiative (EUKI), T&E analyses and proposes a series of key actions that Hungary should undertake to decarbonise transport.
This report assesses potential technology pathways for decarbonising EU-related shipping through a shift to zero-carbon technologies and the impact such a move could have on renewable electricity demand in Europe.
The EU has agreed to cut its greenhouse gas (GHG) emissions by at least 80-95% by 2050. Climate policy will require a shift away from petroleum which currently provides nearly all of transport’s energy needs. Apart from a transition towards zero-emission technologies such as battery electric or hydrogen, regulators and governments across Europe are considering what role gas could play in decarbonising transport. This report compiles the latest evidence on the environmental impacts of using gas as a transport fuel.
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.