Post on 15-Jul-2019
It’s the journey, not the destination
2017 Annual Report
Made with by DiploStudio
Table of contentCampaigns 3
Cars & CO2 3
Biofuels 6
Air pollution 9
Trucks 12
Aviation 15
Shipping 18
Trade 21
Communications impact 24
Our People 26
Our Members 32
Our Funders & Finances 35
Published in April 2018©2018 European Federation for Transport & Environment
AISBLEditeur responsable: William Todts, Executive Director
Cars & CO2In Europe, cars are the biggest source of greenhouse gas from transport.
4 T&E - 2017 Annual Report
This is why T&E has started campaigning for a real-world CO2 test, similar to what
was agreed for air pollution in the aftermath of the VW emissions cheating. We
are developing the new test with carmaker Peugeot-Citroën (PSA Group) and our
member France Nature Environnement and that scheme has been awarded the
prestigious ECOBEST award by the auto industry. Now regulators and other carma-
kers need to implement it industry wide.
And while the car industry’s air-pollution fraud, Dieselgate, has been exposed in
great detail, T&E revealed that diesel engines are not a panacea to climate emis-
sions either. In fact our diesel report showed that these cars emit more CO2 than
petrol ones. A lifecycle analysis found that a diesel car over its lifetime emits 3.65
tonnes of CO2 more than a petrol equivalent. The fuel is more energy-intensive
Cars spew out almost three-quarters of road transport emissions
Greenhouse gas emissions from cars and vans are rising again and contribute nearly
three-quarters of Europe’s road transport emissions. In the last 15 years , efficiency
improvements have delivered just 11% cuts in on-road emissions from new cars,
and they have barely improved in the last five years. This stark failure arises in large
part from carmakers’ manipulation of obsolete EU testing that was revealed in a
T&E analysis of the chasm between test and real-world emissions. That manipula-
tion has rewarded carmakers with 31g/km of bonus emissions and costs a typical
driver nearly €550 extra a year – spent on consuming more fuel than carmakers
claim.
Exposing the truth about car CO2
What is T&E doing about it? First, we’re working to ensure the public knows the
true impact of the cars they’re being sold. Our Get Real campaign – conducted
with our German member Deutsche Umwelthilfe – encourages consumers and
politicians to demand realistic fuel consumption and emissions figures from
carmakers.
There was cause for hope in September with the introduction of
a more realistic emissions test. The WLTP – a result of T&E’s
best lobbying efforts and despite industry pressure – is
a huge improvement over the obsolete NEDC test it
replaces. But it is still a laboratory test and real-world
emissions are expected to be more than 20% higher.
Cars & CO2
Growing gap between real world and lab: a fuel economy scandal
Real
wor
ld fu
el c
onsu
mpti
on e
xcee
danc
e as
% o
f tes
t res
ults
45%
40%
35%
30%
25%
20%
15%
10%
5%
0%
2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
From 28% in 2012 to 42% in 2016
5 T&E - 2017 Annual Report Cars &CO2
to refine, while diesel engines are heavier and more complex, thus requiring more
materials to produce. Europe’s blending of biodiesel with diesel also increases
emissions, due to indirect land effects.
What are we going to do about it?
So now that we have a clear picture of the problem, it’s time to act. Yet
the European Commission’s car CO2 proposal last November was a gift to a stagnant auto sector: carbon reduction targets of just 30%
between 2021 and 2030; with an intermediate target of 15% for
2025. This covers less than a third of the road transport emission
cuts that are needed by 2030. Now it’s over to national govern-
ments and the European Parliament to inject some ambition into
the plan. T&E won’t rest until they do.
Time for zero-emissions vehicles
There is now little disagreement in Europe that electromobility is the
future, but the roll-out of electric cars is far too slow. T&E analysis showed
why carmakers are falling behind their own targets – a lack of choice, availa-bility and marketing. The Commission didn’t help matters much by proposing a
bonus if carmakers achieve 30% zero emission vehicles sales as late as 2030 – and
with no real penalties for missing the target. This deprives European carmakers
of the regulatory push they badly need. Through the Electromobility Platform we
have established an effective consortium of businesses and NGOs actively pushing
for change and informing policy makers on the opportunities.
“The regulatory package announced on Wednesday ‘amounts to
handing the global leadership on electric cars to China, which will
be delighted to export their models to Europe, jeopardizing jobs in
Europe’s auto industry”
Greg Archer, clean vehicles director at Transport & Environment, an advocacy orga-
nization New York Times, 8 November 2017
T&E hopes to beef up Europe’s commitment to zero emission mobility, thus redu-
cing our carbon footprints. That means dispelling the last remaining myths that EVs
are somehow worse than fossil fuel cars. As a lifecycle analysis carried out for us by
Brussels’ VUB university showed, electric vehicles emit less greenhouse gas emis-
sions than diesel cars in Europe. And EVs will emit even less as more renewable
electricity enters the grid. This is the low-carbon future for cars – we just need to
get there, and before Europe’s competitors do.
Learn more:
http://www.transportenvironment.org/what-we-do/cars-and-CO2
BiofuelsEuropean food-based biodiesel produces, on average, 80% more CO2 than fossil diesel.
7 T&E - 2017 Annual Report
Dance and testimonies from Liberia and Cameroon, an audience of 160 people
discussed the environmental and social impacts of palm oil expansion in its new
frontiers.
Two months later, the Parliament’s own-initiative report called for an end to incen-
tives for biofuels that cause deforestation such as those made from palm oil, soy
and rapeseed. The vote enraged palm oil exporting nations: Indonesia and Malaysia
launched a well-funded and aggressive campaign denouncing Europe’s ‘crop apar-
theid’ and threatening ‘retaliatiation’.
Biofuels
The inconvenient truth about biofuels
Indonesia is destroying its forests faster than any other country and European
cars’ and trucks’ consumption of palm-oil biodiesel is one of the drivers of this
catastrophe. The islands of Kalimantan (Borneo), Sumatra and the province of Papua are being deforested and their peatlands drained to make way for palm
and timber plantations, thus opening carbon sinks and destroying natural
habitats. EU transport is the top consumer of the reddish oil: almost half of all EU palm imports ends up in our cars, vans and trucks in the
form of biodiesel.
Palm oil biodiesel is the highest-emitting biofuel consumed today
in Europe, mandated by a law known in the EU bubble by the
acronym RED. But biodiesel made from Europe-grown rapeseed
or soy is not good for the climate either. According to the Glo-biom study for the European Commission, European food-based
biodiesel (mainly from palm, rape and soy oils) produces, on ave-
rage, 80% more CO2 than fossil diesel.
The RED has increased the use of food-based biofuels in road transport
– around 4% of all transport fuels in 2016. In light of this policy fiasco, the
EU has already agreed on limiting the amount of food-based biofuels at 7% in
the RED in 2020. In 2016, the European Commission proposed a new RED for
the period 2020 to 2030, allowing member states to still count a 3.8% share of
food-based biofuels towards the EU-wide renewable energy target for 2030.
In February, before the Commission proposal landed on the desks of MEPs, we
kicked off campaigning with the premiere of our award-winning documentary
Frontera Invisible in the European Parliament. With co-hosts MEPs Konečná and
Power a car with biofuels or renewable electricity?
cars fuelled
football pitch of 2.4 1
food crops260cars fuelled
football pitch of 1
photovoltaic solar panels
8 T&E - 2017 Annual Report Biofuels
Greenwashing
Back in Europe, the biofuels lobby was busy denying the impact of biofuels on
food prices. We busted the myth with a review of over 100 scientific studies. The
scientific consensus was clear: the use of vegetable oils and cereals for biofuels
increases global food prices, impacting on the urban poor in developing nations
particularly.
On the other side of the pond, in Mexico, the aviation industry and dozens of
national transport ministries gathered at UN’s ICAO conference with the goal of
greenwashing their climate efforts. ICAO’s “Vision” proposal wanted to use vast
amounts of bad biofuels while presenting them as “carbon neutral” from 2020.
Along with 95 other NGOs across the globe we denounced in situ ICAO’s green
fuel plan as ‘a Trojan horse for palm oil’.
Cure worse than the disease
This action was supported by a petition led by Rainforest Rescue and signed by
almost 200,000 citizens calling on ICAO not to trash the rainforest for ‘green’ jet fuel! These joint efforts bore some fruit: on 14 October, 25 countries rightly
rejected ICAO’s proposed biofuels target. Regrettably, a month later ICAO nations
surrendered to industry pressure and allowed unsustainable biofuels to qualify for
the aviation’s global carbon offsetting scheme dubbed CORSIA.
T&E also looked into the much-hyped e-fuels – electricity-based liquid fuels which
can be used in internal combustion engines. The results didn’t please the auto
industry: E-fuels are inefficient and too expensive to decarbonise cars and trucks
but could supply a limited amount of aviation’s growing energy needs
and only if the electricity comes from renewables.
Meanwhile, to dispute the perception that the biofuels policy was
mainly benefiting struggling farmers in Europe, we put out the 10 things people didn’t know about EU biofuels. Two facts stood out: around half
of EU production of crop biodiesel is based on imports, not crops grown by
EU farmers; and EU biodiesel production growth since 2009 (when the RED
was enacted) has been based on imports and waste oils.
“El balance de emisiones es mayor que el de los motores de dié-
sel. No hay beneficios climáticos.”
Cristina Mestre, T&E climate and biofuels officer El País, 18 December 2017
By Christmas, the EU Parliament was divided in half on how to fix the RED: the
environment committee had voted to phase out the support for food-based bio-
diesel while Industry MEPs wanted to keep subsidising biofuels from food until
2030. Along with 15 green and development NGOs we decided to give citizens
the chance to voice their concerns directly to their MEPs. In the space of one
week over 20,000 Europeans wrote to MEPs, telling them that the EU’s supposed
biofuels cure was worse than the disease. The majority of the Parliament eventual-
ly voted to end subsidies to highest-emitting palm biofuel and to freeze all food-
based biofuels at 2017 levels.
As this article goes online, EU governments, the Parliament and Commission are
entangled in this controversial topic. We have always said Europe needs to look to
the future and support only sustainable advanced fuels and renewable electricity.
Learn more:
https://www.transportenvironment.org/what-we-do/biofuels
RESTO
Air pollutionDiesel cars are the leading cause of air pollu-tion (NO2) in European cities.
10 T&E - 2017 Annual Report Air pollution
The air we breathe
Illegal levels of nitrogen dioxide, emitted in cities mainly by diesel vehicles, are
responsible for approximately 71,000 premature deaths in Europe, every year. The
invisible killer causes lung cancer and heart disease. And 37 million dirty diesel cars
and vans were still being driven on Europe’s roads two years after the Dieselgate
scandal broke, according to research by T&E. They exceed EU NOx limits by at
least three times. Cities across Europe are now even adopting bans on dirty diesels
to tackle the legacy of Dieselgate.
But how could this happen? T&E’s in depth investigation, Diesel: the true (dirty) story, showed it had been known for years that diesel engines were dirtier, yet
the share of diesel cars grew sharply, encouraged by cheap fuel, low car taxes, and
weak emissions controls. By 2015 they accounted for more than half of sales in Eu-
rope. This had been exacerbated by the use of obsolete tests – finally updated last
year after a long and largely successful T&E campaign – and ineffective regulatory
oversight. In addition, biased CO2 regulations set weaker targets for carmakers
producing bigger and heavier vehicles – supporting carmakers’ myth that diesels
emit less climate emissions than petrol cars. In fact, T&E’s well-to-wheel
analysis of vehicle emissions proves that a diesel car over its lifetime
emits 3.65 tonnes of CO2 more than a petrol equivalent.
National favourites
But 2017 offered much hope that Europe can get a grip on the
air quality crisis in its cities caused by dirty diesels. September
saw the introduction of the new real-driving emissions test for
diesel NOx emissions and particulates from gasoline cars, which
also threaten the heart and lungs. T&E will continue to push for
the test to be improved so it is really representative of how cars are
driven today. We are continuing our work with carmaker PSA to deve-
lop a test protocol that accurately measures NOx and CO2 emissions in the
real world. However, last year another major stumbling block still remained:
how cars are approved for sale in Europe and by whom. In Italy, for example, the
government’s own Dieselgate investigation allowed Fiat cars to be tested at the
carmaker’s testing facility. Leaked documents obtained by T&E showed that other
manufacturers’ vehicles were independently tested, but the Italian carmaker used
Above and beyond the legal NOx limits
How
man
y tim
es o
ver t
he E
uro
6 N
Ox l
imit
2
4
6
8
10
12
14
Volksw
agen
Seat - Š
koda
Audi - P
orsche
BMW
- M
ini
Mazd
a
Honda
Citroën-D
S
Toyota
Jaguar -
Land R
over
Peugeot
Merc
edes-Benz
Volvo
KiaFord
Hyundai
Opel - V
auxhall
Nissan - In
finiti
Fiat -
Alfa
Rom
eo
Renault - D
acia
11 T&E - 2017 Annual Report Air pollution
its Turin facilities to pass – and three out of seven Fiat-Chrysler cars were even
“exempted” from undergoing more demanding tests. The documents pointed to
collusion between a government and its domestic industry champion, and they
showed what would happen if ‘type approval’ rules were not tightened up and
all enforcement was left to national authorities. T&E’s findings were largely
mirrored by the Parliament’s own investigation into the emissions chea-
ting, completed in 2017.
“More than two years after the US caught Volkswagen
cheating, we can finally say that Europe will have an im-
proved system in place to keep cheaters in check.”
Julia Poliscanova, T&E clean vehicles and air quality manager Forbes, 8
December 2017
In the end lawmakers agreed to grant new powers to the Commission
to check cars already on the road to ensure they continue to meet health,
safety and environmental standards after leaving the factory floor. There will
be new powers to require upgrades or EU-wide recalls when irregularities are
found. The new system also requires each member state to check cars circulating
on their roads irrespective of where they were approved. But T&E believes the
proof of the pudding is in the eating: if the Commission doesn’t keep a tight grip
on national car regulators and check their work robustly and regularly, Dieselgate
will happen again.
Learn more:
https://www.transportenvironment.org/what-we-do/air-pollution
TrucksTrucks represent 5% of all European vehicles and yet are responsible for 26% of road transport emissions.
13 T&E - 2017 Annual Report Trucks
Fixing freight
Trucking plays a vital part in the economy yet it poses a major challenge for the
environment and road safety. Trucks represent less than 5% of all vehicles on the
road in Europe but are responsible for around a quarter of road transport’s green-
house gas emissions. Stagnant fuel consumption levels in recent years are also
costing hauliers and the economy. At the same time 4,000 EU citizens die in
truck accidents year after year. To tackle these problems, T&E is pushing
lawmakers in Europe to introduce the EU’s first ever truck CO2 stan-
dards as well as effective vehicle safety regulations without delay.
But the road to truck CO2 reduction targets is a long one, and de-
veloping a tool to measure fuel consumption is a crucial step. The
VECTO test protocol developed by the European Commission and
governments will make the fuel consumption and CO2 emissions from
new heavy-goods vehicles available for truck buyers. But it will not
remove the market barriers truck buyers are currently struggling with
when purchasing new vehicles (such as the limited array of fuel efficien-
cy technologies available and sometimes only at high prices). T&E teamed up with transport industry representatives to accelerate the introduction of
VECTO, thus guaranteeing a transparent test procedure and an on-road test. We
also joined hauliers from across Europe and logistics giant Schenker France SAS to
call for mandatory disclosure by truckmakers of their vehicles’ fuel efficiency and
other relevant data. Greater transparency should drive competition in a truckma-
king sector that has already been caught operating as a cosy cartel.
While truckmakers were resisting these measures, the potential for greater effi-
ciency was becoming clearer: fuel consumption of new truck tractor units could be
reduced 24% by 2025 if manufacturers introduced proven fuel efficiency techno-
logies. These improvements would be cost-effective for hauliers as virtually all of
the fuel savings could be achieved within a payback time of less than three years.
Clear evidence – if any more was needed – that CO2 standards can deliver a lot
more than business as usual. The Commission is now set to propose Europe’s first
ever CO2 standards in May 2018. Back in May 2017, the Commission proposed
expanding distance-based road charging for trucks and a phase-out of time-based
vignette systems by 2024. The Commission also moved to vary charges based on
the CO2 emissions from vehicles and to offer a toll discount for zero-emission
vehicles. Charging per kilometer encourages drivers to take the most efficient
route and discourages empty trips while reducing congestion and pollution.
HYBRID
TRAILER AERODYNAMICS
DRIVELINE
TRACTOR AERODYNAMICS
ENGINES
TRAILER TIRES TRACTOR TIRES
A TRUCK THAT IS 40% MORE FUEL EFFICIENTWILL SAVE 13.2 LITRES PER 100KM
14 T&E - 2017 Annual Report Trucks
Safety last?
Meanwhile, calls have been growing for another long awaited law: improved safety
standards for new vehicles. Transport ministers from eight countries united to de-mand new EU-wide rules, such as trucks with improved direct vision to eradicate
blind spots. MEPs said the direct vision rules should be attuned to different truck
types so that a truckmaker will not be required to have all its fleet conform to one
standard via a one-size-fits-all design. A group of 18 major European cities also
asked Commission president Jean-Claude Juncker to prioritise road safety as soon
as possible. T&E is also working on updates regarding tyre pressure monitoring
systems, intelligent speed assistance, and automatic emergency braking sys-
tems. The Commission proposal to revise the General Safety Regulation will
come in May 2018.
Meanwhile, T&E has been working to better understand what needs to
change in order for more freight to be transported by train – to achieve mo-
dal shift. Last year we launched a website which provides the lessons learned
from researching the rail freight sector over the past three years, learning from
workshops involving key stakeholders but also from visits to companies and freight
hubs.
„Auch Europa braucht jetzt dringend CO2-Vorschriften für Lkw, um
den Innovationswettbewerb voranzutreiben und die Anwendung
kraftstoffsparender Technologien zu beschleunigen“
Stef Cornelis, T&E cleaner trucks officer VerkehrsRundschau, 31 May 2017
Effort sharing becomes climate action
While T&E has been working to bring about Europe’s first ever truck CO2 tar-
gets, another law would have potentially the biggest climate impact of all.
Under the Climate Action Regulation, the EU would set countries’ natio-
nal targets for emissions reductions in transport, buildings, agriculture
and other sectors by 2030. Throughout the legislative process, T&E
was constantly battling against flexibilities and loopholes inserted
into the regulation by governments seeking to shirk their responsi-
bilities under the Paris agreement. T&E published a ranking of the
most and least ambitious countries based on what they were really
saying in negotiations. Our efforts were particularly successful
in the European Parliament where MEPs pushed governments for
greater ambition. But, as expected, national environment ministers
failed to live up to their public commitments and instead missed an op-
portunity to promote cleaner air, greater innovation, lower energy bills and
more livable cities. But even if not ideal – and not enough to stick to what was
agreed in Paris – these national targets do mean countries will still have to make
efforts to reduce their emissions in these sectors.
AviationAs the world struggles to fight climate change, flying is the most damaging way to travel.
16 T&E - 2017 Annual Report Aviation
The most damaging way to travel
Flying from Paris to New York return has the same global warming impact as eating
red meat for six years or more. Carbon emissions from aviation have more than
doubled in the last 20 years – growing over 6% in Europe last year alone. On top
of that, new research shows that the effects of other non-CO2 emissions from jet
engines – NOx, water vapour and particles – have at least as large a climate impact
every day as all the accumulated CO2 from flight. In short, the growing impact of
flying on our climate is undoing the efforts of other sectors to decarbonise.
So what’s to be done? Europe has long tried to limit the impact of flying in in its
territory by putting a price on carbon. But until last year the EU emissions trading
system (ETS) exempted flights to and from Europe. Now, at T&E’s urging, European
policymakers have agreed to limit this exemption until 2024. They also decided to
start reducing the cap on aviation emission allowances, thus bringing aviation into
line with other sectors covered by the ETS, which means that for the first time in
the world we have a legal framework to decarbonise aviation emissions. T&E also
secured a commitment in law to address aviation’s considerable non-CO2 effects.
False hopes
Perhaps most importantly, the ETS reform was an admission by the EU that it
doubts the credibility of the proposed global solution to offset aircraft emissions.
The UN aviation agency ICAO is developing a carbon offsetting scheme, but vested
interested are undermining the rules governing the quality of the offsets, the
transparency of the scheme, and the safeguards against the use of unsustainable
biofuels.
T&E is fighting back by joining 95 other NGOs from five continents to condemn ICAO’s plans for large-scale use of biofuels in planes. While some, including
politicians in Europe, see biofuels as a silver bullet, T&E knows from the EU’s
past experience that creating huge demand for biofuels inevitably leads to
further palm oil expansion, causing more deforestation, climate-changing
emissions, landgrabbing and land and human rights abuses. In October
Aviation emissions grew 6%
Major European airlines’ emissions grew in 2017
Emiss
ions
gro
wth
20%
18%
16%
14%
12%
30%
32%
34%
28%
26%
24%
22%
10%
8%
6%
4%
2%
0%
9%10% 10%
33%
14%
Note: Eurowings emissions grew by 183% after merging with Air Berlin
Source: European Commission (for airlines with more than 1 Mt emissions)
17 T&E - 2017 Annual Report Aviation
we handed over a petition from over 170,000 citizens demanding that the aviation
sector not be allowed to trash the rainforest for so-called ‘green’ jet fuel.
But pushing for environmental integrity is difficult when up against the undue
influence of industry. Last year T&E discovered emails between aircraft manufac-
turer Airbus and the European Commission. The emails showed that, when drafting
climate rules for new aircraft, Airbus was given special privileges in determining
essential aspects of the EU’s negotiating position at ICAO. The result is a global
aircraft standard which will do nothing to cut the sector’s soaring emissions.
“Now we know: when it comes to climate Europe lets Airbus write
its own rules, rendering them ineffective.”
Andrew Murphy, T&E aviation manager Reuters, 27 November 2017
Real solutions?
With no technological silver bullets on the horizon, the aviation
sector has hard choices to make if it is to stop being the fastest
and cheapest way of frying the planet. Effectively pricing the
sector’s pollution, and removing its subsidies and tax breaks,
is the most immediate option. Electro-fuels – if produced from
renewables such as wind and solar – should start to be given
serious consideration. Also known as power to liquid, these are
electricity-based liquid fuels which can be used in internal combustion
engines. The huge amounts of renewable electricity needed to produce
electrofuels means they may not be a silver bullet and are likely to only be
able to meet part of aviation’s future energy needs. Flying less, flying more effi-
ciently, and flying powered by electrofuels is not a bad plan.
Learn more:
https://www.transportenvironment.org/what-we-do/aviation
ShippingShips will be responsible for more than 17% of global emissions by 2050 if no action is taken.
19 T&E - 2017 Annual Report
Priority shipping
90% of world trade is today carried by ships, meaning much of what we consume
has to be transported to us across international waters. That transport has an im-
pact on the climate, the environment and human health.
For instance, ships burn heavy-fuel oil (HFO), which comprises the dregs at the
bottom of the barrel from the oil refining process and is the cheapest and dirtiest
fuel on the market. And since it accounts for 76% of fuel used and carried for on-
board use by Arctic-going ships, it puts polar habitats – already fragile – at high
risk. Its combustion produces black carbon particles that accelerate ice melting by
reducing the reflection of sunlight by ice back into space and absorbing higher so-
lar radiation. So, you’d think that banning the stuff from the Arctic, at least, would
be a no brainer. But even by the start of 2017, the matter had yet to make the
agenda of the International Maritime Organisation (IMO), the UN agency charged
with regulating international shipping. T&E has been working with the Clean Arctic Alliance to generate support for a ban, starting with action in the European Parlia-
ment. Last year, we helped secure two resolutions in the environment committee
that if the IMO fails to act, the EU will take action.
“The amount of fuel used by a ship is proportional to the third
power of its speed. Slowing down even a little bit can lead to
substantial fuel efficiency gains.»
Faig Abbasov, T&E shipping officer Deutsche Welle, 29 December 2017.
Slow down
But the shipping sector is also one of the fastest growing sources of CO2 and
could be responsible for more than 17% of global emissions by 2050 if measures
are not implemented. But calls for urgent action to reduce ship greenhouse gas
emissions have been met with heavy push-back by many states and big industry
groups meeting at the IMO. While that body talks and talks over agreeing
just an initial plan, T&E has argued that the obvious immediate measure
is to regulate ship speed, with the feasibility and effectiveness of slow
steaming having been proven during the recession. Last year, the Clean
Shipping Coalition, of which T&E is a member, published a study which showed that limiting ship speed could, by 2030, see CO2
emission reductions of up to 33% from the three main ship types:
containers, tankers and bulk carriers. This would result in a global
in-sector saving of around 200 million tonnes of CO2 annually.
Another study for T&E found that almost three-quarters (71%) of all
new containerships, which emit around a quarter of global ship CO2
emissions, already comply with the post-2025 requirements of the IMO’s
efficiency standard for new ship designs (the so-called EEDI). It confirms
that the regulation is not fit for purpose to drive better designs or technologi-
cal innovation.
Shipping
20 T&E - 2017 Annual Report Shipping
As 2017 came to a close, EU governments and MEPs agreed that Europe should
act on shipping emissions from 2023 if the IMO fails to deliver effective global
measures. T&E welcomed the agreement as Europe cannot indefinitely outsource
its climate responsibility to the IMO given that the UN agency has repeatedly
shown itself incapable of delivering the required level of ambition.
Share of ships already complying with 2025 target
Share of ships built in 2013-2017 and already complying with post 2025 target
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
71% Containers
26% Oil tankers
26% Gas carriers
1% Bulk carriers
69% General cargo ships
Learn more:
https://www.transportenvironment.org/what-we-do/shipping
TradeEurope is the largest trading bloc in the world and could set a gold standard for sustainable trade
22 T&E - 2017 Annual Report Trade
How we can trade better
Whether it’s rare metals to make the batteries in our phones and electric cars, or
biodiesel to power our cars and trucks, what we choose to import has an impact
on the planet, the environment and people’s well-being. As the world’s largest tra-
ding bloc, the EU has an opportunity to ensure that it’s trade is sustainable. That’s
why T&E pushes the EU’s dealmakers to sign agreements that set a ‘gold standard’
for how the world should trade.
Right now EU trade agreements do contain environmental and sustainability
provisions, but there are practically no ways to enforce them and tackle breaches.
When, last year, the EU trade commissioner announced she wanted to make
sustainable development chapters in trade agreements more effective, T&E
became a vital voice in the debate – calling for infringements of environmen-
tal provisions to be subject to the same state-to-state dispute settlement as
violations of commercial clauses.
Take biofuels, for example. A free trade agreement between the EU and the
Mercosur countries – talks over which are ongoing – could undermine the EU’s
goal to stop consuming unsustainable biofuels in transport. T&E has been quick to
highlight how the removal of trade barriers in energy and raw materials could lead
to an increase in imports of unsustainable biodiesel from Argentina, if effective
sustainability safeguards are not put in place. T&E is pushing for coherence in EU
trade and climate policies.
Level the playing field
The EU should also use its trade heft to level the playing field between companies
in countries taking action on climate change and those in countries that are not.
One way T&E has proposed to do this is by the EU levying special import fees in
the form of a carbon border tax adjustment. It would be based on the price of
carbon – in existing carbon markets such as the EU emissions trading system – and
should be levied on goods and services from countries which do not put an equiva-
lent price on carbon. The idea has been gathering momentum with French pre-
sident Emmanuel Macron telling the COP climate conference in Bonn that Europe
needs a floor price on carbon – accompanied by ‘a border tax that will also protect
Current situation in key markets
BRAZIL
ARGENTINA
INDONESIA
MALAYSIA
Bioethanol Biodiesel
Sugar Cane
MaizeSugar Cane
Soy
Soy
Palm
Palm
23 T&E - 2017 Annual Report Trade
our economic sectors against imports from countries that do not respect the same
objectives and decide not to engage in this environmental transition.’
As well as opportunities to enhance environmental protections as a trade bloc, the
EU is also facing a challenge to its environmental standards and climate regula-
tion in the form of Brexit. As the UK leaves the EU, it is becoming one of Europe’s
biggest trading partners. T&E argues that the EU should make preferential access
to the single market conditional on the UK agreeing to respect EU environmen-
tal standards and climate targets after Brexit. The UK government must not be
allowed to engage in “environmental dumping” to give Britain an edge over its EU
trade partners.
“L’ONG bruxelloise Transport & Environment (T&E) estime que les
compagnies aériennes britanniques devraient rester dans le sys-
tème d’échange de quotas d’émissions de CO2 de l’UE (dit SEQE
ou marché ETS selon son acronyme anglais) et continuer à suivre
les règles régissant les aides d’État, dans un rapport.”
Europe 1 Radio, 13 December 2017
T&E has met the EU’s ‘Article 50’ taskforce a number of times to press negotiators
on Putting the Environment at the Heart of Brexit, as our paper is called. We are
talking officials through Brexit’s potential impact on each area that T&E works on,
starting with aviation. UK flights must abide by EU environmental rules after Brexit
if Britain wants to the retain its current level of access to the European aviation
market, our aviation paper argues. That means EU rules on the aviation emissions
trading system (ETS) and state aid should continue to apply to the UK. This would
maintain a check on aviation emissions and prevent increased UK subsidies for
airport infrastructure and airlines which would be distortive and detrimental to the
environment.
Communications impact
25 T&E - 2017 Annual Report Communications impact
Output ImpactPress releases 91
Publications 81
Infographics 161
Opinion pieces 34
Press interviews 402
TV & Radio interviews 27
Average media enquiries per day 3
Speaking opportunities 208
Tweets 780
Facebook posts 162
Social media videos 9
Bulletin articles 106
T&E events 36
5,641 Online articles
144,577,621 Estimated views
94 Countries
33 Languages
229,939 Website users
4,389,827 Twitter impressions
5,654 Twitter mentions
1,865,258 Facebook impressions
2,209 Facebook post shares
421,389 Social media videos views
4,003 LinkedIn group members
4,862 Bulletin readers
2,480 Event attendees
145 million estimated views of online articles mentioning T&E in 94 countries in 33 languages.
6.3 million impressions on Twitter and Facebook.
230 thousand website users.
Our People30 motivated individuals from 14 countries across 4 continents
working for the same goal: make transport cleaner and safer!
27 T&E - 2017 Annual Report Our people
Policy teams
Vehicles and new mobility
Freight and climate
Greg ArcherDirector, Clean Vehicles
James NixDirector, Freight
and Climate
Julia PoliscanovaManager, Clean
Vehicles and Air Quality
Carlos Calvo AmbelManager, Analysis and
Climate
Julia HildermeirClean Vehicles and Emobility
Officer
Samuel KennyFreight Policy Officer
Florent GrelierClean Vehicles Engineer
Stef CornelisCleaner Trucks Officer
Yoann Le PetitClean Vehicles & New
Mobility Officer
Thomas EarlData Analyst
28 T&E - 2017 Annual Report Our people
Energy
Aviation and shipping
Laura BuffetManager, Clean Fuels
Cristina MestreClimate and Biofuels
Officer
Jori SihvonenClean Fuels Officer
Bill HemmingsDirector, Aviation and
Shipping
Andrew MurphyManager, Aviation
Faig AbbasovShipping Officer
Lucy GilliamAviation and Shipping
Officer
29 T&E - 2017 Annual Report Our people
Better trade and regulation
Management
Cécile ToubeauDirector, Better Trade
and Regulation
Kristina WittkoppBetter Trade and Regulation
Legal Analyst
William TodtsExecutive Director
Support teams
30 T&E - 2017 Annual Report Our people
Communication
Nico MuziDirector of
Communications
Eoin BannonMedia Manager
Pierre DornierCommunications &
Network Coordinator
Zsigmond KovácsDigital Communications
Officer
Lisa AllegrettaCreative Assistant
Chris BowersT&E Bulletin Co-
Editor
National experts
Veronica AnerisNational Expert, Italy
Isabell BuschelNational Expert, Spain
Finance and office management
Marc SchuurmansDirector of Operations
Aisling HenrardOffice Manager
31 T&E - 2017 Annual Report Our people
11 members - 11 countries
Our board
Jeppe JuulPresident
Jean ThévenonMember
João VieiraVice President
Alexander FedorovMember
Inga RingailaiteVice President
Bridget FoxMember
Pierre CourbeTreasurer
Mariano GonzalezMember
Angle AparicioMember
Matthias MüllerMember
Michael Müller-GörnertMember
Our MembersEurope’s citizens movement for cleaner transport.
We represent 53 organisations in 26 European countries
33 T&E - 2017 Annual Report Our Members
Austria Belgium Belgium Belgium Belgium Bosnia And Herzegovina
Croatia Czech Republic
Denmark Denmark Finland
France France France Germany Germany Germany Greece Hungary Ireland Italy Lithuania
Norway Poland Portugal Portugal Romania Romania Russia Russia Slovenia Spain Spain
Our members
34 T&E - 2017 Annual Report Our Members
Our supporters
United Kingdom
International Italy Italy International Estonia International Spain Spain
Sweden Sweden Switzerland Switzerland The Netherlands
The Netherlands
United Kingdom
United Kingdom
United Kingdom
United Kingdom
Ukraine
Our Funders & Finances
36 T&E - 2017 Annual Report Our funders and finances
Our funders
Transport & Environment gratefully acknowledges support from the following institutions in 2017:
> € 750,000
€ 750,000 - € 500,000
€ 500,000 - € 250,000
€ 250,000 - € 100,000
€ 100,000 - € 25,000
< € 25,000
European Climate Foundation
The Norwegian Agency for Development Cooperation
BirdLife
FIA Foundation
German Federal Environment Agency (UBA)
Oak Foundation
Transport for London
T&E members and support fees
De Staatsecretaris van Infrastructuur en Milieu (The Netherlands)
Eaton
European Aluminium Association (EAA)
Norwegian Ministry of Climate and Environment
Schöpflin Stichtung
Stiftung Mercator
Svenska Naturskyddsforeningen
European Commission
ClimateWorks Foundation
KR Foundation
37 T&E - 2017 Annual Report Our funders and finances
Our finances
Incomes (in Euros)
Membership fees 24,075 0.70%
EC Grants 513,069 14.20%
Governments 985,146 27.30%
Private - Foundations 2,050,791 56.90%
Financial income 1,253 0.00%
Other misc. Income 28,280 0.80%
Expenditure (in Euros)
Personnel 2,067,452 59.00%
Travel and subsistence 196,755 5.60%
Research and consultancy 332,777 9.50%
Transfer to T&E members 53,215 1.50%
Subcontracting 475,609 13.60%
Depreciation and provisions 17,397 0.50%
Office costs 359,419 10.30%
Financial costs 2,597 0.10%Total incomes 2017 : 3,602,614
Total expenditure 2017 : 3,505,221
Established in 1990, Transport & Environment (T&E) is Europe’s leading NGO campaigning for
cleaner, safer transport. Our job is to research, debate and campaign with the facts available.
Our goal is simple but hard: to minimise transport’s harmful impacts on the environment and
health, while maximising efficiency of resources, including energy and land, without forgetting to
guarantee safety and sufficent access for all.
Who we are and what we stand for