Whilst the rest of the economy has leapt forward to embrace digitalisation, transport has remained largely analogue. The internal combustion engine, a workhorse from the 19th century, stills powers virtually all vehicles using oil that chokes our cities and heats the planet.
Last week I was in Munich for the so-called LKW-Gipfel; a summit of Europe’s truck industry executives. The Gipfel had an impressive line up. But before the CEOs of MAN, IVECO, Volvo and Scania delivered their keynotes, Matthias Wissmann, the German automotive industry’s (VDA) chief lobbyist, was given the stage.
People who have heard of the renewable energy directive (RED) often associate it with the overall renewables obligation for all sectors - the 20% target until 2020. On Tuesday 28th of November the industry, research and energy committee (ITRE), in charge of the file, will vote on a reform of the RED for the period after 2020. The European Commission proposed an EU target of at least 27% for 2030 and it seems that the ITRE committee will vote on a 35% target, but whether binding at national level or not remains to be seen.
This opinion article, by Faig Abbasov, Aviation and shipping officer was first published by Huffpost.
Imagine writing a diet plan to lose weight where your calorific targets consistently exceeded what you were actually eating.
Bizarre as it sounds, that’s effectively what the UN’s shipping body - the International Maritime Organisation - did when it released efficiency standards for the global fleet in 2013.
As the Commission unveiled their 2nd Mobility Package and proposal to cut new car and van CO2 emissions, the latest data from the European Environment Agency (EEA) reconfirms that transport is Europe’s biggest climate problem. Worse, transport greenhouse gas (GHG) emissions in the EU have risen for the third year running.
The recent European Commission proposal on CO2 regulations for cars and vans to 2030 has provided the car industry with an early christmas gift. The unambitious 3%pa improvement rate and removal of a binding sales target for zero-emission vehicles (ZEV) followed last minute lobbying by carmakers. With Vice President Sefcovic, and the architects of the package Commissioners Cañete, Bulc and Bienkowksa all aligned in favour of a system of credits and, crucially, debits for carmakers that exceeded or breached a ZEV sales target, the package was virtually finalised before a last-minute intervention diluted the proposal.
On 8 November the European Commission has the opportunity to transform the European car industry and keep Europe safe and competitive in a decarbonised world. On that day the EU executive will propose a law that regulates the fuel efficiency and CO2 emissions of new cars and vans. The choices it makes – what level of ambition, a zero-emission vehicle (ZEV) mandate or not, 2025 target or not – will determine the future of the European and global auto industry.
The discussion about Europe’s biofuels policy is in full swing and the biofuels industry has assembled an impressive lobbying army to spread the gospel. Hardly a day goes by without the biofuels industry organising some event to promote the benefits of biodiesel and ethanol. This is a good indication of how important EU legislation is for biofuel producers. Indeed, growing crops and then turning them into fuels to burn in combustion engines is a costly and inefficient business. The truth is the biofuels industry was created and survives on generous and sustained support in the form of mandates, tax breaks and subsidies.
This is the final in a blog series on how to decarbonise land freight by 2050. All the blogs are based on our report Roadmap to climate-friendly land freight and buses in Europe, leading up to a public debate, Zero emissions land freight, taking place in Brussels on 27 September.
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