Light commercial vehicles, or vans, are a neglected area of EU road transport policy as they are often exempt from safety and environmental policy such as driving regulations or tolls, compared to their direct competitors, trucks. This enhances their attractiveness and in part explains why their use and emissions are growing. CO2 standards for van makers are much weaker than for cars, as a result van makers do not deploy the same efficient and innovative technologies to vans to lower their emissions.
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.
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.
Today heavy duty vehicles account for around 30% of EU road transport CO2, but as cars decarbonise, this is expected to reach about 40%. The Commission proposal on monitoring and reporting (MR) of truck CO2 emissions and fuel consumption seeks to collect certain truck data and make it available (with restrictions) to the Commission and stakeholders. The MR regulation will support the implementation of truck CO2 standards – a Commission proposal is due in early 2018.
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.
The Effort Sharing Regulation (ESR) defines the carbon budget for EU member states for the non-traded sectors (surface transport, buildings, agriculture, small industry and waste) until 2030. If the ESR’s headline goal of -30% compared to 2005 is undermined through loopholes, the ESR will not lead to real-world emission reductions in those sectors. This FAQ is aimed at bringing clarity to one element being discussed during the negotiations: the ESR Safety/Early Action Reserve.
The inception impact assessment focuses too much on the 2030 energy and climate targets only. Even if 2030 targets are important, they were set in 2014, before the Paris Agreement was signed. At that time, the European Union had a soft target for the transport sector to reduce its transport related emissions by 60% compared to 1990 (2011 Transport White Paper). However, the success of COP21 changed it all. Almost all countries in the planet agreed to limit climate change to 2 degrees, and to pursue efforts toward limiting warming to 1.5 degrees.
Joint letter sent by Aarhus, Amsterdam, Barcelona, Berlin, Bologna, Brussels, Communauté d'Agglomération de La Rochelle, Copenhagen, Dublin, Groningen, London, Münster, Paris, Poznan, Rotterdam, Sofia, Trnava and Vienna to Commission President Juncker urging him to prioritise road safety by mandating a direct vision standard for trucks as soon as possible.
Road transport is one of the few EU sectors where CO2 emissions continue to grow. To address the problem, the Commission plans to publish its proposals on car and van CO2 standards in November, followed by fuel efficiency standards for trucks in early 2018. Using its new EUTRM model, Transport & Environment has analysed the emission reductions of different ambition levels and their contribution to help achieve the 2030 non-ETS targets required from road transport. The key results are:
This report finds that while there is still plenty of potential to improve truck fuel efficiency, market forces alone will not do the job.