The International Chamber of Shipping says that because our recent study shows that shipping emissions remain below their 2008 peak, not to worry. That's an overly rosy view of the data.
As the International Maritime Organization meets again in London to discuss a sectoral cap on greenhouse gas emissions, we revisit the complexity of how to assign responsibility for shipping emissions. Both countries that offshore their shipping emissions, and the flag states that absorb them, are identified. We close with a few useful principles for policymakers.
The EC’s proposed mandate can indeed be an important step toward advanced biofuels, but it can and should do more to avoid unintended consequences. Improving the sustainability criteria defined in the mandate will help ensure that it reduces life-cycle GHG emissions without harming the environment in other ways.
Next year, EPA has the chance to propose an ambitious GHG standard for aircraft to promote low carbon aviation. It alluded to the possibility of going further than the UN’s weak recommendations in the 2016 endangerment finding, where it argued that it would set aircraft standards “at least as stringent as ICAO’s.” Here’s hoping that EPA agrees with Boeing, GE, and, yes, ICCT and goes further than ICAO’s least common denominator standard.
7 fleets put the U.S. average fuel economy of 6 mpg in their rear-view mirrors long ago. Run on Less was a great way to help to get the word out to the rest of the industry that these results are no fluke. Double-digit mpg numbers for big rigs are here to stay—and it’s only getting better.
Technology is coming at astounding rates and the current 2025 standards will not be difficult to meet at a cost a lot less than anybody has forecast. When NHTSA and EPA reevaluate the “appropriateness” of the 2025 standards, we would hope they take this information, and the underlying trend of accelerating technology innovation, into account.