This blog was first published as a commentary by Business Green
As the crowds admire all the new aircraft and high-tech displays at Paris Bourget this month, it's important to remember that the aviation sector faces a serious and growing challenge if it is to adequately rise to the climate change challenge.
It’s true to say, as Grist.org’s Ben Adler does, that fuel taxes play a critical role in cleaning up road transport but we’re not in agreement that this necessarily makes road pricing a bad idea. From our perspective, we’d rather see it as a complementary measure.
The European Commission’s latest contribution on the investor state dispute settlement (ISDS) scheme is a disappointing, recycled 12-page document that visibly struggles with the contradiction that is inherent in claiming that ISDS under the EU-Canada trade deal (CETA) is of the highest standard while also acknowledging that the problems with ISDS under TTIP are far from resolved.
The Fuel Quality Directive (FQD) was first proposed in early 2007 as part of the so-called “integrated approach”, to ensure that the oil industry would also contribute to the fight against climate change. Its implementation has been frequently and quietly delayed until the end of 2014 due to massive amount of lobbying by oil interests. Most of the work was conducted via the rather “obscure” comitology procedure and most of the controversy centred on whether or not there should be a specific carbon intensity value for oil produced from tar sands – a dirty source of oil which lingers in large reserves under the boreal forests of Canada. Here is a brief history of how Canada and the oil industry weakened this key piece of European environmental legislation behind the scenes and how the Commission finally gave in to special interests.
Ending the generous tax exemptions aviation enjoys would create a level playing field between all transport modes, help meet our 2030 climate targets, and answer the EU’s call for a shift away from labour taxation.
This blogpost was first published by EurActiv
The much-hyped Energy Union communication has finally been published. Rumour has it that it represents the European Commission’s five-year work plan and the direction of travel to 2030. What is the road ahead for transport, and what can be further improved to make sure the EU can seriously tackle emissions from one of the most challenging sectors?
This blogpost was first published in EurActiv.
The UNFCCC negotiating text took an important step forward last week with the inclusion in the text of wording calling for the setting of emission reduction targets for international shipping and aviation, in the context of the objective of the agreement – which is to limit any temperature increase to 2 degrees.
What have been the two sustainable mobility revolutions of the past decade? Of course, that is an impossible question. I am sure that if you asked 10 different people you would get 10 different answers.
This blogpost by Bill Hemmings and Andrew Murphy of T&E and Mark Lutes of Climate Action Network International was first published in Eco
In the final years of negotiations for the new climate agreement, it’s still not clear if it will include the fastest growing emissions sources — international aviation and shipping, also known as bunker fuels.
This blogpost was first published as a comment by Business Green.
The latest round of climate talks concluded in Lima last month with a sense that some of the basics have been agreed to set the foundations of a global agreement in Paris next year.
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