Last week European Commission president Jean-Claude Juncker presented his plan for the future of Europe. Or, more accurately, he presented different scenarios for what that future could look like. It would be easy to dismiss this as another round of Brussels navel gazing but the truth is this debate matters. Especially to environmentalists.
The EU’s Environment Council meets Tuesday to discuss Europe’s emissions trading system. The EU ETS is often described as the “flagship” of Europe’s climate policy and is currently the largest carbon market in the world. However it has been malfunctioning since a systematic oversupply of credits built up as a result of both Europe’s economic crisis and weak ambition in setting the cap when the ETS was first established.
America has a new president. And what a start he's gotten off to! His first weeks confirm our worst fears about what a Trump presidency will be like, in particular for the environment. Automotive regulation could be one of the areas most affected, as carmakers demand Trump guts Obama's 2025 CO2 standards in exchange for bringing back jobs to the US.
T&E have been managing a rail freight platform since 2015. This platform has provided us with the opportunity to meet with key stakeholders in rail and organise workshops to discuss some of the main setbacks to modal shift. The blog below is the first in a series that will outline what we have learned about why rail freight is not growing in Europe at the rate needed. This series of blogs will also offer some suggestions on how policymakers can play a bigger role in supporting modal shift as a means to decarbonise transport.
It is with a heavy heart that I write this last editorial for the T&E Bulletin, having led this wonderful organisation since 2004. The obvious question to ask now is ‘Have we made a difference?’
This blog post was originally published as an opinion article by Politico
After many false dawns the electric car is finally on a trajectory to replace the internal combustion engine.
What to do with biofuels? This simple question has given many European policymakers huge headaches for a decade now. Two subsequent, dragged-out legal processes to first promote them (2006-2009), and then to contain food-based ones (2012-2015) left no-one happy. NGOs warned that the problems were still not solved, while industry maintained that all investment security was gone.
The Commission is currently drafting its “road initiative”, which consists of two main objectives: one is the protection of the rights of truck drivers and the other is a promotional mechanism to encourage a cleaner freight transport system. If done properly, this will have a positive impact on ending the exploitation of foreign truck drivers while also reducing CO2 emissions from road transport. However, vans simply bypass all of these laws and, if the Commission fails to address this, it could open the door to the further exploitation of drivers and result in dirtier and more congested roads.
Last week’s deal reached at ICAO, the UN agency, to establish a global offsetting programme for aviation received a mixed response, yet it was heralded by industry and some policymakers as the dawn of sustainable aviation.
Last week I was in Hannover for the IAA2016, the twice-yearly truck fair. This is the place where European truckmakers exhibit their new models and score a few political points in front of the assembled press.
Quite a few of my truck industry colleagues approached me and urged that I check the latest edition of Lastauto Omnibus, a truck testing magazine. Judging from their big smiles, there was an article in there that they all liked a lot.
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