The EU has long been a global force for cleaner transport. As a first mover, its standards have not only benefited citizens but given European industry a huge advantage by setting examples in transport regulation that are often replicated by emerging markets. Recently, there have been moves to slow down or stop this trend – through trade deals like TTIP and CETA as well as EU initiatives such as ‘REFIT’ and the Better Regulation agenda. This campaign aims to retain and, where possible, improve Europe’s ability, and willingness, to legislate for the common good in general, and for more sustainable transport in particular.

Road transport is now the largest and growing source of CO2 emissions in Europe, accounting for one-fifth of all emissions. One of the most important steps Europe can take to save drivers money, combat climate change, and create high-tech jobs is to require carmakers to produce more efficient, low and zero-emission vehicles. In 2009 and 2014 respectively, the EU introduced legally-binding CO2 standards, for the first time setting a goal that, on average, new cars sold in Europe in 2015 should emit 130 grammes of CO2 per kilometre, and 95gCO2/km in 2021.The first target was weak and met early, and most carmakers are also on track to meet the 2021 goal. Half the improvement, however, was not achieved in the real world but resulted from carmakers manipulating the obsolete NEDC test that has been replaced in September 2017 with a better laboratory cycle, the World Light Duty Test Procedure (WLTP).

However, with CO2 emissions from road transport increasing and the race for leading the e-mobility transition intensifying, the EU should urgently agree ambitious 2025 and 2030 CO2 reduction targets for new cars and vans. To be effective, the new CO2 targets should be accompanied by a specific sales target for zero emission vehicles as well as real-world CO2 tests.

The way we test cars and trucks in Europe is obsolete and opaque. This is the root cause of the Dieselgate scandal in which Volkswagen was caught cheating tests for air pollutant emissions. First, there’s an obsolete laboratory test for emissions that has not changed since the 1990s and is easy to manipulate and cheat with today’s more advanced IT technology. Then there’s an opaque so-called “type approval” system whereby new vehicles and automotive components are tested to ensure they comply with EU safety and environmental rules. Once approved these may be sold without restrictions throughout the EU single market.

In the European Union, there are two main tools to reduce greenhouse gases, which are responsible for climate change: the EU emissions trading system (ETS) and the Effort Sharing Decision (ESD).

The EU ETS covers between 40-45% of all GHG emissions and it includes most of the power sector, large industries and currently intra-EU flights. Installations under the EU ETS need to surrender allowances equivalent to their annual emissions. Allowances are either received for free, bought in public auctions or traded with other installations.

Rail is one of the greener modes of transport. The European Commission’s 2011 White Paper established goals for the transport sector to reach by 2050 and it set out clear ambitions to increase the number of rail passenger journeys as well as rail freight movements. European railways are diverse; differences extend from language and laws to infrastructure and interoperability. The EU, through policy and infrastructural investments, is trying to overcome these obstacles. T&E works towards achieving policy that promotes sustainable and customer-orientated rail.

Fuel bills represent one third of the total cost of ownership of a van, making fuel an important business cost. At the same time, vans are one of the fastest growing sources of CO2 emitted from transport, increasing by 26% between 1995 and 2010; in 2014 vans accounted for 9% of road transport emissions in the EU (28 member states).