This article was first published, in abridged form, by Ethical Consumer.
If global aviation emissions were a country, it would be ranked 7th in the list of global emitters, between Germany and South Korea. Yet aviation is the only means of transportation that doesn't pay a penny of tax on the fuel it burns. This is an unfair advantage that airlines have over trains, coaches and cars, making it the fastest growing form of transport while also being the most carbon intensive. All of this is to the benefit of rich chaps, as, contrary to common public myth about low cost flights, air travel is one of the least democratic forms of moving from A to B.
This Comment by Greg Archer was first published by European Voice.
The discussion on how to lower the average new car emissions by 2020 has been acrimonious and protracted. Even though improving fuel efficiency is a no-regrets policy with multiple benefits: cheaper motoring costs; improved EU-energy security and the creation of hundreds of thousands of jobs.
This Commentary by Bill Hemmings was first published by Reuters Point Carbon.
Developing countries argue that action to reduce greenhouse gas emissions should start with developed countries because they have the greatest historical responsibility for generating CO2 emissions and thus causing the bulk of global warming. At the recent abortive round of deliberations of the UN’s International Civil Aviation Organisation (ICAO) High Level Group, these arguments came to the fore again. During the discussions to find consensus around global action to address aviation’s contribution to climate change, China, India and Brazil revived old arguments that they have no responsibility to act, not even at differentiated levels, because of these historical issues enshrined in the global climate negotiations.
This blogpost, by T&E aviation programme manager Bill Hemmings, and Vera Pardee, senior attorney with the Climate Law Institute, was first published on the Huffington Post.
International aviation is on course for a rough landing in our warming world. Air travel is growing rapidly -- and so are aviation emissions, which are already responsible for 5 percent of the warming effect of global greenhouse gas emissions.
In this second of two blog posts, policy officer for clean shipping, Antoine Kedzierski looks back at the origins of the Polar Code, the international code of safety for shipping in Polar waters, the recent International Maritime Organisation (IMO) decision on the environmental chapter and what a robust Polar Code should look like.
This blogpost by Joao Vieira, T&E's President, also appears as the foreword to our Annual Review Report.
The EU is about peace, first and foremost. But as a political battlefield, it has few equals. In that context, we would summarise 2012 as the year that: Europe made it through the year in one piece, green transport policies suffered, were sometimes wounded, but soldiered on, and, last but not least, T&E played its role in the troops - quite often on the frontline.
One wonders whether the 50,000 Europeans who die prematurely each year as a result of ship pollution would agree with industry laments on green laws for the sector (‘Sinking under a big green wave’, The Economist, March 30th).
In this first of two blog posts, policy officer for clean shipping, Antoine Kedzierski questions the wisdom of some often-repeated statements on Arctic shipping and looks at the urgent need for decisive progress on the Polar Code.
This blogpost was originally published by the Huffington Post. It was co-authored by Bill Hemmings, Programme Manager for Aviation with Transport and Environment and Vera Pardee, senior attorney with the Center for Biological Diversity's Climate Law Institute.
In his latest blogpost, William Todts, T&E policy officer for lorries, disputes the industry's claims of 'spectacular' fuel-efficiency progress and discusses the need for truck manufacturers to focus on making trucks themselves more fuel efficient, smarter and safer.
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