Carbon Emissions

We're seeking expert viewpoints on the discussion question: Is Europe’s Emissions Trading Scheme effective?Read more

Background
High oil prices and technological advances have turned oil sands into a commercially-viable source of fuel. A number of energy companies have invested heavily in expanding oil production from oil sands in Canada, which is home to close to half the world’s oil sands reserves. The European Union imports very little oil derived from Canada’s oil sands, but fuel from oil sands has recently become a point of contention.

The European Union’s fuel quality directive, which was agreed in 2009, requires oil companies operating in Europe to cut the greenhouse-gas emissions of their products by 6% between 2010 and 2020. The EU was supposed to adopt emission footprint values for all types of fossil fuels by 1 January 2011. But this technical decision has been postponed repeatedly.
The European Commission is considering whether to assign a higher emission footprint value to oil sands because of the energy-intensive techniques used in the extraction process.

Environment groups are opposed to production of oil from oil sands on the grounds that extraction takes place in untouched forest areas and can produce considerable amounts of toxic waste. They also argue that putting oil sands on an equal footing with conventional oil would send out a wrong signal about the EU’s commitment to de-carbonising its economy, and would encourage the exploitation of oil sands in other parts of the world, which are less democratic and regulated, instead of encouraging the world towards the use of cleaner energy sources.

The Canadian government and European energy companies investing in oil sands point out that CO2 emissions from oil-sands production have been reduced by nearly 40% since the 1990s. They argue that the carbon intensity of oil sands, taken along the entire production chain, is within the same range or lower than other crude oils and that technological innovation can deliver further reductions.

As worldwide oil-sands reserves are equivalent to more than twice the current reserves of conventional oil, the stakes are high. EU member states appear undecided. The European Commission is still pondering its final decision, and independent studies diverge on the actual carbon footprint of oil sands.

Is it justified for the EU to adopt specific measures on the oil sands? How should other high carbon crudes be treated? What is the actual carbon footprint of oil sands? How does this compare to other fossil fuels? Can technology help to mitigate it? What about other environmental impacts of oil sands development? How compatible is it with EU climate change policy? Would an EU decision to penalise oil sands affect the world’s use of fossil fuels?

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Timing

18.00-18.30 Welcome of participants and registration

18.30-18.35 Introduction of participants by Simon Taylor, news editor, European Voice

18.35-19.05 Panel discussion

- Satu Hassi MEP, co-ordinator for the greens in the environment committee, European Parliament

- Jeanette Patell, second secretary, economic and trade policy, Mission of Canada to the European Union

- Samantha Gross, director, integrated research, IHS CERA

- Nuša Urbančič, policy officer, fuels and electrification, Transport & Environment

- Pierre Noël, senior research associate, Cambridge University

19.05-19.55 Debate (audience participation strongly encouraged)

19.55-20.00 Conclusions by John Abbott, senior vice-president heavy oil, Shell

20.00 Networking reception

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Location

Museum of Natural Sciences
Rue Vautier 29
B-1000 Brussels

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Background

The European Commission published its new transport white paper, a strategic document that sets the tone of EU transport policy for the next decade. The main stated objective of the white paper is to make transport more sustainable, from an economic, social and environmental point of view.

Over the past decade, the environmental dimension of transport policy has grown in importance, as climate change mitigation has risen to the forefront of EU priorities.

Transport accounts for 27% of greenhouse gases (GHG) emissions, a share that is set to grow. If current trends are left unchecked, growth in transport emissions could even offset reductions achieved in other sectors. If the EU is to de-carbonise its economy by 2050, this issue will have to be addressed.

Commissioner Kallas recently stated that the Commission would probably aim at a reduction of GHG emissions from 50% to 70% by 2050, compared to 1990 levels, by halving Europe’s transport sector’s reliance on oil. Linked objectives include a pledge to fully de-carbonise urban mobility, a shift of most long-distance inland freight to rail and inland waterways, and a shift of most medium-distance passenger transport to these same modes.

To achieve this, the Commission is betting heavily on technologies, with the hope that a shift to greener and smarter transport will help to establish a competitive low-carbon economy, deliver green jobs and change users’ habits.

Beyond research and development, the deployment of new technologies will depend on political will and financial resources. With investment in transport infrastructures at an all-time low, and in a context of shrinking public resources, how can this be achieved? Is the private sector ready to step in? Are national governments ready to commit? Will citizens follow?

Comment:Visions convened a high level panel of experts to debate the future of European tranport.

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NB – Online registration for this event is now closed. Registration is still possible for people with a permanent EP accreditation (permanent badge or express list) only. For more information please contact EVevents@economist.com.

Background

The European Commission is in the process of finalising its new transport white paper, a strategic document that will set the tone of EU transport policy for a decade. The main stated objective of the white paper is to make transport more sustainable, from an economic, social and environmental point of view.

Over the past decade, the environmental dimension of transport policy has grown in importance, as climate change mitigation has risen to the forefront of EU priorities.

Transport accounts for 27% of greenhouse gases (GHG) emissions, a share that is set to grow. If current trends are left unchecked, growth in transport emissions could even offset reductions achieved in other sectors. If the EU is to de-carbonise its economy by 2050, this issue will have to be addressed.

Commissioner Kallas recently stated that the Commission would probably aim at a reduction of GHG emissions from 50% to 70% by 2050, compared to 1990 levels, by halving Europe’s transport sector’s reliance on oil. Linked objectives should include a pledge to fully de-carbonise urban mobility, a shift of most long-distance inland freight to rail and inland waterways, and a shift of most medium-distance passenger transport to these same modes.

To achieve this, the Commission is betting heavily on technologies, with the hope that a shift to greener and smarter transport will help to establish a competitive low-carbon economy, deliver green jobs and change users’ habits.

Beyond research and development, the deployment of new technologies will depend on political will and financial resources. With investment in transport infrastructures at an all-time low, and in a context of shrinking public resources, how can this be achieved? Is the private sector ready to step in? Are national governments ready to commit? Will citizens follow?

Comment:Visions invites you to debate these issues with a panel of high-level decision makers and experts.

Provisional Timing

18.00-18.30 Welcome of participants and registration

18.30-18.35 Introduction of participants by Jennifer Rankin, energy and environment reporter, European Voice

 

18.35-19.05 Panel discussion

- Gesine Meissner, MEP, ALDE co-ordinator in the transport committee, European Parliament

- Keir Fitch, deputy head of cabinet of Siim Kallas, vice-president in charge of transport, European Commission – responsible for the white paper within the cabinet

- Martin Rocholl, policy director & programme director, transport, European Climate Foundation

- Richard Aumayer,  director, central division external affairs, governmental and political relations,  Robert Bosch GmbH

 

19.05-19.55 Debate (audience participation strongly encouraged)

19.55-20.00 Conclusions by Mark Gainsborough, executive vice-president strategy, portfolio & alternative energy, Shell

20.00 Networking reception

 

Discussion:

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The world will continue to rely on fossil fuel to supply the bulk of its energy for decades to come. So, finding ways to reduce the carbon emissions that come from burning these fuels is a major challenge that must be addressed.
An important opportunity for reducing these emissions is through the introduction of Carbon Capture and Storage (CCS) technology.

How can we?
There are various technologies already in use to capture the CO2, however implementing CCS on a global scale presents significant challenges in its own right.

Speeding up installation, reducing cost, creating an effective transport infrastructure and overcoming community resistance to local storage facilities are all priorities that need to be addressed.

If adoption of Carbon Capture and Storage is urgent, then why isn’t it happening faster?

Discussion: If adoption of Carbon Capture and Storage is urgent, then why isn't it happening faster?

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