In July 2015 the European Commission opened a public consultation on an EU strategy for liquefied natural gas and gas storage. In its response T&E state that natural gas cannot deliver the decarbonisation that the sector needs to achieve the EU climate goals up to 2050. Investing in this technology would divert necessary resources from truly low-carbon alternatives in the transport sector and would create lock-in effects. Public resources for energy transition in transport should go where it offers the greatest public benefits, improved efficiency, and sustainable electrification.
The recently adopted implementing rules for the Fuel Quality Directive (FQD) include the possibility for fuel suppliers to use upstream emissions reductions (UERs) to reach the 6% decarbonisation target. This briefing contains T&E's recommendations for European Commission guidelines on UERs under the FQD. It outlines how the rules are vague and, without robust guidance by the European Commission and restrictions by member states, there is a risk of double counted and non-additional offset credits being used for compliance, seriously undermining the FQD’s effectiveness.
In this letter, T&E and 16 other groups highlight the absence of emissions from international aviation and shipping from the draft Paris COP21 agreement. they call on EU Ministers for climate change and Commissioner Arias Cañete to act immediately with other states to ensure that the language in previous drafts on aviation and shipping emissions is reinstated.
In this letter to the EU's Technical Committee on Motor Vehicles, T&E highlights the urgent need to finalise the new Real-world Driving Emissions (RDE) test as soon as possible to reduce emissions on the road and tackle the illegal use of defeat devices.
Economic instruments are a key ingredient of a credible strategy to deal with truck CO2 emissions. For example, taxes and charges that are differentiated on the basis of carbon emissions have accelerated the uptake of low carbon cars. For trucks, such policies currently do not exist.
T&E commissioned CE Delft to undertake a study to assess the usefulness, as well as the possible implementation and design issues, of CO2 differentiated kilometre charging. The report’s key findings are included in the briefing below. T&E’s view is that the Commission should enable CO2 differentiated charging and make the updated Eurovignette proposal a key part of its 2016 decarbonisation strategy.