A coalition of 21 NGOs urged Climate and Energy Commissioner Miguel Arias Cañete to exclude soy- and palm oil-based biodiesel from the list of biofuels eligible to count toward renewable energy targets for transport.
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.
This paper presents evidence to dispel many of the myths about electric vehicles and explains why they are key to reducing CO2 emissions from personal mobility.
The biggest failure of the current regulation to reduce CO2 emissions from new cars and vans has been the inability to deliver emissions reductions on the road. Whilst new car CO2 emissions measured using the obsolete laboratory test (NEDC) have fallen by 31% since 2000, on the road the reduction is just 10%. The gap between test and real-world performance has leapt from 9% in 2000 to 42% in 2017. Had the gap remained constant there would have been 264 Mt CO2eq less cumulative emissions by 2017. The additional fuel burned to produce these emissions cost drivers an extra €150 billion EU-wide.
More than half of the palm oil imported into the EU is used to make biodiesel for cars and trucks. Palm oil used for biodiesel has increased sharply over the last years while food consumption of palm oil is declining.
The biggest failure of the current car CO2 has been the failure to deliver emissions reductions on the road. Whilst new car CO2 emissions measured using the obsolete laboratory test (NEDC) have fallen by 31% since 2000, on the road the reduction is just, 11%. The gap between test and real-world performance has leapt from 9 to 42% weakening the regulation, increasing CO2 emissions and raising fuel bills for drivers. The underlying issue was basing the regulation on laboratory tests. Whilst the new WLTP addresses some loopholes, its introduction also creates new flexibilities that the car industry are planning to exploit to undermine both the current regulation to 2020/1 and proposed future regulations for 2025/30.
In response to congestion and high local pollution cities are increasingly using vehicle access restrictions to limit the number of cars on their roads and ensure those which grossly pollute are not allowed in. Following the dieselgate emissions scandal (that exposed the failure of modern diesel vehicles to adequately control toxic fumes when operated on the road), there is a new focus on deploying Low Emission Zones and Diesel Bans. Today there are around 40 million grossly polluting diesel cars and vans on the EU’s roads but national vehicle approval authorities remain reluctant to mandate manufacturers to implement fixes.
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.
This is T&E's report on why Europe’s obsession with diesel cars is bad for its economy, its drivers and the environment.