{"id":3963,"date":"2019-12-30T17:47:30","date_gmt":"2019-12-30T16:47:30","guid":{"rendered":"http:\/\/en.advancedfleetmanagementconsulting.com\/?p=3963"},"modified":"2019-12-30T17:47:30","modified_gmt":"2019-12-30T16:47:30","slug":"3963","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2019\/12\/30\/3963\/","title":{"rendered":"EU emissions: will this be transport\u2019s last lost decade?"},"content":{"rendered":"

EU emissions: will this be transport\u2019s last lost decade?<\/h3>\n

EU greenhouse gas emissions fell 2% in 2018, according to the European Environment Agency\u2019s preliminary estimates. After four years of stagnation and increases, this is good news especially since 2018 was a year of robust economic growth across the continent. The bad news is that EU transport emissions \u2013 road transport plus domestic shipping and aviation \u2013 increased by half a percent. That\u2019s the fifth year-on-year increase since 2012. What can we learn from these data and what lessons does it hold for Ursula von der Leyen and Frans Timmermans as they prepare to launch a bid to increase the EU\u2019s climate ambition?<\/p>\n

The data for 2018 show that transport emissions are higher now than they were in 2009. We don\u2019t have mode-specific numbers for 2018 yet but based on 2017 trends we\u2019d expect car emissions to remain stable, and truck and van emissions to go up by 1-2%. And the bad news doesn\u2019t end here. The official EEA numbers are actually quite flattering. About 5% of transport fuels are biofuels and are counted as having zero emissions under the EU\u2019s climate rules. That\u2019s obviously complete nonsense. For example, 81% of EU biodiesel<\/a> is made from crops including palm oil and rapeseed. If the lifecycle emissions<\/a> of biofuels were properly accounted for, greenhouse gas emissions from cars and vans would be about 10% higher than official figures.<\/p>\n

So, have we achieved absolutely nothing since 2008 when the EU\u2019s key climate laws were conceived?<\/strong><\/h5>\n

On the one hand clearly we haven\u2019t been successful. Fuel taxes are lower in real terms now than they were in 2007<\/a>. New cars, vans and trucks have only become more fuel efficient on paper, according to the vehicle industry\u2019s own tests while in the real world the share of SUVs rose from 8% to 36%<\/a>. The share of clean and shared modes like buses and trains has stagnated both for passenger and freight transport.<\/p>\n

All of this is the result of choices we have made. For example, the Commission and EU states completely dropped the ball on carmakers\u2019 exploitation of CO2 emission tests, choosing to develop a marginally better test (WLTP) rather than to crack down on the gaming that was happening in carmakers labs. Had we kept the \u2018gap\u2019 between real-world and lab tests at 2008 levels, EU car emissions would be approximately 8% lower today and carmakers would have been forced to sell genuinely cleaner cars much earlier and much faster. At national level there has hardly been any meaningful tax reform and governments continue to fund pointless road expansion schemes (think of the plan to enlarge the Brussels ring road) that do nothing to stop congestion but do increase kilometres travelled.<\/p>\n

Still, future historians are unlikely to look at the period 2008-2019 as a lost decade. And that is because, despite all the disappointment, the cheating and the lack of progress, the seeds of future progress have been planted. Action was taken to firm up the emission laws and remove some of the most egregious loopholes. Stricter 2025\/2030 CO2 standards, now also covering trucks, were signed into law. Come 2021 the share of vehicles with a plug will have grown spectacularly \u2013 we expect<\/a> that around 10% of cars will be chargeable, up from essentially zero in 2008\/9. From then onwards we expect a steady increase in the quality, affordability and thus sales of plug-in vehicles \u2013 surging <\/a>to above 30% by 2030. Anyones who\u2019s followed Germany\u2019s recent electric car announcements<\/a> will understand that from an industrial and technological point of view, the direction of travel is now very clearly e-mobility. This is a huge change and a strategic win as our mission is not just to cut emissions in the short run but to also enable an affordable and sustainable zero-emission mobility system by the middle of the century.<\/p>\n

But unfortunately none of this changes the fact that in the coming years road transport emissions will only decline slightly \u2013 if demand doesn\u2019t spiral out of control<\/a> through driverless cars, Ubers and the like. Based on T&E\u2019s in-house model we estimate the EU\u2019s car, van and truck standards combined will cut road transport emissions by around 10% by 2030 compared to 2005 levels. That\u2019s well below what\u2019s needed to hit the EU\u2019s current 2030 targets (-30%), let alone the higher 2030 targets Ursula Von der Leyen is proposing.<\/p>\n

We are currently finalising an analysis looking at what it would take for transport to contribute to a higher overall target of -50\/55%. The bottom line is that it\u2019s doable, but only if we throw everything at the problem. We\u2019d need a much more rapid uptake of EVs as well as increased fuel economy in fossil fuel vehicles in the remaining years of the 2020s. (Currently we\u2019re expecting no improvement in internal combustion engine vehicles after 2021.) This calls for stricter, but also different vehicle CO2 laws \u2013 for example, combining a ZEV mandate with fuel efficiency standards for internal combustion engines, and making segments such as corporate fleets go fully electric by 2030.<\/p>\n

We\u2019d need to make the transport system more efficient, reducing the number of kilometres needed to move people and goods by making fuel or carbon-intensive travel gradually more expensive. Infrastructure spending would need to be focused entirely on zero emission charging and mass transit, enabling a rapid shift to zero emission and largely car-free (inner) cities. Finally, we\u2019d probably need to have a fresh look at more old fashioned measures such as speed limitation. For example, harmonising truck speed limits at 80km\/h would be an incredibly simple way to immediately and significantly cut truck emissions.<\/p>\n

All of this is possible with technology that is available and affordable today. All of our proposals would be cost-beneficial and support the EU economy by shifting spending away from expensive oil imports to home-grown technology and consumption. And most of it can actually be achieved through EU action. And this is important because Ursula von der Leyen\u2019s Commission shouldn\u2019t just propose higher climate targets; it needs to propose the measures, investment and R&D plan that will deliver on those goals.<\/p>\n

by <\/i>William Todts<\/a><\/p>\n

Source: https:\/\/www.transportenvironment.org<\/a><\/p>\n

FLEET MANAGEMENT AUDIT<\/h3>\n

Fleet management is the use of a set of vehicles in order to provide services to a third-party, or to perform a task for our organization, in the most efficient and productive manner with a determined level of service and cost.<\/p>\n

Fleet management activities are shown in the following graph 1:<\/p>\n

\"fleet<\/p>\n

Graph 1: fleet management activities<\/p>\n

The proposal audit analyses and assesses all fleet management activities shown in the graph 1, and its main goals are:<\/p>\n