This is the fifth in a series of eight snippets about how to decarbonise land freight by 2050. Based on a new T&E study, the series will culminate in a public debate in Brussels in September.
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.
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 European Parliament will vote next week on whether to strengthen the proposal for Europe’s key climate law, the so-called Effort Sharing Regulation (ESR) – or ‘Climate Action Regulation’, the name agreed by the environment committee. MEPs will be asked to back a more ambitious starting point than the European Commission’s proposal and to close some loopholes to ensure member states actually reduce their emissions.
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.
Some delivery trucks have blind spots up to 1.9 metres even though the best in their class have virtually none and could save hundreds of pedestrian and cyclists’ lives , according to the latest study by the Loughborough Design School. It finds huge differences in the direct vision – what drivers can see with their own eyes – of best and worst-in-class trucks in all categories, and that ‘low-entry cabs’ like the Mercedes Econic out perform all of today’s best performing vehicles.
Truckmakers should have to disclose data about their vehicles’ fuel efficiency, including aerodynamic performance, engine efficiency and rolling resistance, hauliers from across Europe and logistics giant Schenker France SAS have said. This is essential to provide more transparency in the sector and create competition and reliability, the groups said in a letter to the EU climate and industry commissioners that was co-signed with sustainable transport group Transport & Environment (T&E). 
As the European Parliament and national governments discuss amendments to the proposed EU directive on monitoring and reporting truck CO2 emissions, T&E joined a coalition of eight hauliers' associations and French logistics company Schenker France in a letter (downloadable below) calling for the proposal to be strengthened as follows.
Greenhouse gas emissions from trucks and buses in Europe could be completely eliminated by 2050, a new in-depth study by T&E has found. However, this requires the EU to set ambitious CO2 standards for trucks, increase the share of rail freight and embrace new truck technologies based on renewable electricity, according to the report launched this week at the Mission of Norway to the EU in Brussels.