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

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onsu

mpti

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% o

f tes

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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

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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