In a letter to the Transport Commissioner Violeta Bulc, five green and development organisations - Birdlife, Friends of the Earth, Fern, Oxfam, and T&E - ask the Commissioner to reconsider her position about aviation biofuels. The organisations also make some recommendations on how to start decarbonising the sector.
In this letter CAN Europe, Transport & Environment, Seas at Risk, Carbon Market Watch and the Aviation Environment Federation urge the European Commission to ensure the aviation and maritime sectors reduce emissions in line with the temperature goals of the Paris Agreement.
The Clean Shipping Coalition is surprised and disappointed by your letter to the president of the European Parliament (EP) criticising last month’s decision by the EP’s Environment Committee to include EU-related shipping emissions in the EU’s Emissions Trading Scheme.
This report examines the difference between the official laboratory test results and real-world CO2 emissions and fuel economy of cars. It shows the current system has totally failed and explains how to fix the problems. The difference between official laboratory test results and real-world car performance is growing uncontrollably jumping from 9% in 2001 to 28% in 2012 and 42% in 2015. It is expected to reach 50% before 2020.
This study presents a comparative analysis of the global offsetting scheme for aircraft CO2 and various scopes for the inclusion of aviation in the EU ETS.
This report analyses the demand for liquid fossil fuels in the EU transport sector over the years 2010 to 2030, notably for the sectors maritime transport and aviation. The estimations are based on figures published in the EU energy transport and GHG trends to 2050 - reference scenario for 2013 that accompanied the 2030 climate package Impact Assessment of the European Commission, as well as on the analysis underlying the European Commission’s Impact Assessment on MRV regulation for the maritime transport sector.
This paper provides a number of recommendations for the implementation of the Alternative Fuel Infrastructure (AFI) Directive and more specifically for a innovation-oriented implementation of standards mandated by the AFI Directive, namely the deployment of normal- and high-power recharging infrastructure, intermodal electro-mobility synergies, as well as smart charging and payment solutions. If left unchecked, these issues could have negative consequences for the wider uptake of electro-mobility.
The Comprehensive Economic and Trade Agreement (CETA) between Canada and the European Union is presented as one of the most progressive trade agreements ever negotiated. This analysis conducted by legal NGO ClientEarth and T&E looks into a number of key areas in CETA with likely implications for environmental protection.
Aviation is responsible for an estimated 5% of climate change, however the Paris Agreement left it unclear who is responsible for regulating the sector’s emissions. At the conclusion of COP21, the UN’s aviation agency, ICAO, and the aviation sector itself committed to substantial climate action in 2016. Now is the time to evaluate whether they followed through on that commitment. The two measures adopted in 2016 – a CO2 standard for new aircraft and a global market based measure to stabilise emissions at 2020 levels fall far short of what the Paris Agreement requires. Neither will have a meaningful impact on aviation emissions. Much more is needed – both greater ambition at ICAO, but also developed countries must go first and take serious action to reduce emissions from the aviation sectors which dwarf emissions from developing countries.