New research by the Environmental Investment Organisation (EIO), a climate change and finance think tank, shows large quantities of emissions are not being accounted for in Europe. Public disclosure of greenhouse gas emissions among the leading European companies is highly inconsistent with only just over 50% of companies correctly adopting the basic principles of greenhouse gas emissions reporting.

“As the world shifts towards a low carbon model it’s extremely important that we have access to a reliable, consistent and cross-comparable greenhouse gas emissions database on the world’s largest companies,” explains Sam Gill, CEO at the Environmental Investment Organisation.

The other key finding is that only one company in the Europe 300 Ranking fully reports emissions across its entire value chain. Scope 3 (value chain) emissions include greenhouse gas emissions from sources not owned or directly controlled by the company but over which it has influence. It includes categories such as business travel, transportation and distribution, and investments.

Sam Gill adds, “This ought to be a wakeup call for companies. Since the majority of total corporate emissions often come from Scope 3 sources, large quantities of emissions are not being accounted for. Not only could this be a source of unmeasured risk for companies but it also means we are not getting the full picture in terms of corporate emissions. This is precisely why the Carbon Rankings are designed to encourage Scope 3 disclosure.”

At a global level, EIO research shows that the level of public disclosure of greenhouse gas emissions among the world’s largest 800 companies is unacceptably poor. Only 37% of companies are reporting complete data and correctly adopting the basic principles of greenhouse gas emissions reporting. Only 21% had their data externally verified.

Figures released by the Environmental Protection Agency (EPA) indicate that while Ireland’s greenhouse gas emissions will comply with its Kyoto Protocol obligations (2008–2012), Ireland is at significant risk of not meeting our EU 2020 targets even under the best-case scenario.

EPA projections for the period 2012 to 2020 show:

*Ireland can comply with its Kyoto Protocol greenhouse gas reduction obligations for the first commitment period (2008–2012).

*Ireland is required to reduce its emissions by 20% by 2020, however, these projections indicate that we will breach our annual obligations under the EU 2020 target from 2016 onwards in the best-case scenario.

* Strong projected growth in emissions from transport and agriculture are the key contributors to this trend.

For action to be taken to tackle climate change, individual countries need to estimate the amount of greenhouse gases they emit and how much they are likely to emit in the future. The figures published by the EPA show the projected trends for greenhouse gases up to 2020 and give a picture of Ireland’s ability to meet EU and international targets with respect to greenhouse gas emissions. Projections are updated annually to take account of new information and show two scenarios – one based on existing policies and measures and the other on existing policies plus all planned policies and measures that are currently known.

Dara Lynott, Deputy Director General of EPA, comments: “Reductions inIreland’s greenhouse gases to-date are, primarily, a direct result of the current economic recession and economic outlook for the future. Ireland cannot rely on recession to meet our long term carbon reduction requirements and needs to develop as a low carbon and resource efficient economy. All sectors of the economy must contribute to emission reductions with a strong focus on those sectors – transport and agriculture – that dominate our emissions profile. Significant reductions are needed in the transport and agriculture sectors which are currently showing an increasing trend in emissions into the future.”

Ireland’s greenhouse gas emissions profile is unique in the dominance of the agriculture sector. Emissions from the transport sector are also significant. By 2020 transport and agriculture are projected to account for nearly 80% ofIreland’s emissions not accounted for under the Emissions Trading Scheme. Under the most ambitious reduction scenario, transport and agriculture emissions are projected to both increase by 12% by 2020. This scenario assumes that ambitious targets are met for renewable fuel penetration, electric vehicle rollout and targets under the Food Harvest 2020.

Dr Eimear Cotter, Senior Manager at EPA, says: “While cost-effective greenhouse gas mitigation options may be limited in agriculture and transport, reductions in both of these sectors will need to be achieved in the context of increasing emissions. Economic incentives can play a role in reducing emissions by stimulating a change in behavioural patterns. Areas that can make a difference include using resources more efficiently, travel behaviour, farming practice, energy efficiency and societal engagement.”

The EPA Projections of greenhouse gas emissions to 2020 are available on the EPA website at: www.epa.ie/downloads/pubs/air/airemissions/.

The Governments of the Republic of Ireland and Northern Ireland have agreed to commission a joint North-South study on all-island air quality. In particular, the study will examine the issue of residential burning of smoky coal.

The Study will look at the island-wide effects on air quality of smoky coal burning and is expected to finish in late 2013 or early 2014.

“Burning smoky coal at home can have significant negative impacts on local air quality and as a consequence on our health. We need to understand better the scale and nature of the problem so that we can consider effective ways to tackle it,” saysNorthern IrelandEnvironment Minister Alex Attwood. “The pollution is most noticeable in urban or built up areas, particularly in winter, and has in the past led to the Department of the Environment issuing High Air Pollution Alerts to warn those whose health is most at risk.”

While certain measures are already in place in both jurisdictions which seek to address solid fuel emissions, the two Governments have agree that there is potential for more to be done.

The Environmental Protection Agency has launched Ireland’s new Air Quality Index for Health. This web-based index, developed in conjunction with the Health Service Executive, Met Éireann and the Department of the Environment, Community and Local Government shows what the current air quality is across Ireland. The Air Quality Index for Health is a coloured scale divided into 4 bands: Good; Fair; Poor and Very poor, with health advice provided for each band.

The Air Quality Index for Health is calculated hourly and is represented on a colour coded map of Ireland, from which the public can easily assess current air quality in their area. The Air Quality Index for Health can be viewed at http://www.epa.ie/air/quality/.

Laura Burke, Director General, EPA, says: “The Air Quality Index for Health allows people inIrelandto keep informed on air quality and its impact on their health. Results from the EPA’s National Air Monitoring Network are combined with information on the health effects of air pollution and shown on a colour-coded map, updated hourly. People can check current air quality for their region, find out if it might impact on their health and get advice on what they can do to reduce the effect.”

To coincide with the launch of the Air Quality Index for Health, the EPA also launched a Twitter channel @EPAAirQuality. The public can sign up to this Twitter channel and receive tweets on the status of air quality in their region every day.

Last year, some 1,876 million tonnes (Mt) of greenhouse gases were emitted from stationary installations by the 27 countries that participate in the European Union’s Emissions Trading Scheme (EU ETS), plus Norway in line with predictions from Thomson Reuters Point Carbon, the leading provider of market intelligence, news, analysis, forecasting and advisory services for the energy and environmental markets.

This decrease in emissions, equivalent to 1.4% on the comparable 2011 figure of 1,904 Mt was due in large part to lower industrial activity, suggesting EU economies are still not out of the woods. Indeed, the decrease in emissions would have been greater had fuel switching from gas to coal not increased emissions in the power and heat sector last year by 44 Mt, or as much as 4%. European coal prices dropped by 17% last year, resulting in increased use of coal in electricity production.

“Although the reduction in emissions last year was less than the previous year, this was in large part due to higher emissions as a result of fuel switching rather than to a slowdown in economic contraction, suggesting that the EU is still a long way from recovery,” says Bjorn Inge Vik, senior analyst at Thomson Reuters Point Carbon.

Last year, emissions related to industrial activity fell by 51 Mt, or as much as 5%, with slowdown in output especially acute in the cement sector, where production fell by 13% year on year. Construction activity dropped 5% while crude steel production was down 3% year on year. Activity in the remaining sectors was largely in line with the previous year.

Moreover, last year’s emissions came in 346 Mt below the 2012 EU ETS cap, the largest annual gap between supply and demand since the market’s inception. “The scheme was oversupplied for the fourth year in a row and the seventh time in eight years, indicating that recovery has still not returned European economies to their pre-crash levels. The continuously falling emissions in the EU ETS is likely to intensify the discussions about political intervention to reduce the oversupply of allowances,” points out Bjorn Inge Vik.

The two highest emitting countries within the EU ETS; Germany and the UK, saw an increase in emissions of 2 Mt (1%) and 10 Mt (5%) respectively, however this was due to increased coal-fired power generation and not to the green shoots of recovery. “These increases in emissions are not due to economic recovery but rather to fuel switching,” says Yan Qin, senior analyst at Thomson Reuters Point Carbon.

The picture in Italy is even starker, however, with emissions last year falling by 11 Mt (6%), mainly due to decelerating cement production and strong growth in renewable generation. Yan Qin comments? “Italy’s cement sector saw a virtual collapse in emissions last year, indicating an economy in trouble. These emissions figures as a whole, taken in the context of the past 5 years, indicate that this recession eased in 2010 only to return thereafter, reflecting that the EU has indeed entered a double-dip downturn.”

For the first time this year’s emissions figures include emissions from airlines included in the EU ETS, which have reported emissions of 54 Mt. This number is preliminary as only 71% of airlines have reported emissions. It is uncertain if the reported emissions cover flights within EU only or intercontinental flights as well. Emissions from extra-EU flights will most likely be exempt from compliance obligations. Thomson Reuters Point Carbon expects intra-EU flights to have emitted 62 Mt in 2012.

Clare County Council has welcomed the announcement by An Bord Pleanala of its decision to approve the Killaloe Bypass, Shannon Bridge Crossing and R494 Improvement Scheme. The estimated cost of the project is Eur40 million. The scheme will lead to a reduction in traffic volumes through Killaloe/Ballina resulting in improvements to the local environment.

The project involves a 2 kilometres single carriageway bypass of Killaloe, a 170 meter bridge crossing of the River Shannon, and an upgrade of approximately 3.3 kilometres of the existing R494 regional road in Ballina, in the townlands of Ballyvally, Knockyclovaun, Creeveroe, Shantraud, Killestry and Moys, County Clare; and Roolagh, Kilmaglasderry, Garrynatineel, Lackenavea (Egremont), Knockadromin, Coolnadornory and Gortybrigane, County Tipperary.

The next stage of the process will be to appoint consultants whose role it will be to deal with further detailed design requirements, the tendering of the scheme and all subsequent stages through to the final construction. Clare Council will also be pursuing acquisition of the lands to which the CPO (Compulsory Purchase Order) applies in due course.

Mayor of Clare Cllr. Pat Daly says: “This is a significant project for the East Clare area and is one that I fully support in terms of the economic and social benefits it will bring to the people who live, work in and visit the area. This Scheme will be one of the biggest infrastructure projects to be undertaken in the Region during the next decade.”

Tom Tiernan, Senior Engineer, Clare County Council and Project Manager comments: “This project will deliver improved connectivity between the wider East Clare area and the national motorway network. It will erase the traffic bottleneck that has developed in Killaloe/Ballina over the years as well as eliminate the present dependency on the existing substandard Shannon River crossing at Killaloe in terms of its lack of capacity to handle current traffic demands. The Project will facilitate the Killaloe/Ballina, East Clare and North Tipperary areas in its endeavours to develop further both commercially and from an industrial point of view. The Scheme will also ensure that the Region including Lough Derg becomes much more accessible and marketable as a tourism destination.”

Road charges for heavy goods vehicles (HGVs or lorries) should reflect the varied health effects of traffic pollution in different European countries. This means charges should be much higher in some countries compared to others, according to analysis from the European Environment Agency (EEA).

Overall, air pollution is estimated to cause 3 million sick days and 350 000 premature deaths inEurope. Such health effects also have a heavy economic cost – the report’s authors estimate that the air pollution from HGVs alone costs EEA member countries €43-46 billion per year, making up almost half of the approximately € 100 billion cost of air pollution from all transport modes.

The 2011 Eurovignette Directive prescribes how EU Member States could incorporate the health costs from air pollution into any charging structure for large roads and motorways. The revenue from such schemes should be invested in sustainable transport, the Directive states. However, adoption of road user charges depends on a decision by individual countries.

Jacqueline McGlade, EEA Executive Director, says: “European economies rely on transporting goods long distances. But there is also a hidden cost, paid in years of reduced health and lost life. This cost is especially high for those living close to Europe’s major transport routes. By incorporating these costs into the price of goods, we can encourage healthier transport methods and cleaner technologies.”

While air pollution in Europe has fallen significantly in recent years, it is still a problem in some parts of Europe, where HGVs can be a major factor, the report notes. Diesel, used by most HGVs, causes more air pollution per kilometre than other fuels such as petrol. Exhaust emissions from diesel engines were recently labelled as carcinogenic by the International Agency for Research on Cancer.

Heavy goods vehicles are responsible for 40-50% of nitrogen oxide (NOx) pollution from road transport in countries covered by the EEA. Both NOx and fine particulate matter (PM2.5) are considered in the report, as they can cause respiratory diseases, cardiovascular illnesses and other health problems.

The cost of air pollution from HGVs is up to 16 times higher in some European countries compared to others, the report notes. The average cost of pollution from a 12-14 tonne Euroclass III lorry is highest in Switzerland, at almost €0.12 per kilometre. Costs are also high in Luxemburg, Germany, Romania, Italy and Austria, at around €0.08/km. This is because the pollutants cause more harm where there are high population densities, or in landlocked regions and mountainous areas where pollution cannot disperse so easily.

At the other end of the scale, the same lorry driving in Cyprus, Malta and Finland causes damage of around half a euro cent per kilometre.

In some regions the cost is also much higher than others. Zurich in Switzerland, Bucarest  in Romania, Milan in Italy, the Ruhr Valley in Germany and Barcelona in Spain had some of the highest health costs compared to other large urban zones.

The calculations show that newer lorries would have a reduced impact, and therefore a lower cost. Euroclass IV lorries, which are up to six years old, or Euroclass V, up to three years old, would cause 40-60% less external costs on the same transport corridors. Charging haulage companies for the external costs of air pollution would incentivise newer and cleaner technologies, the report says.

The scheme would also create a level playing field, by internalising the costs that road freight currently imposes on the rest of society. The positive effects of such a scheme have been noted in Switzerland after the country adopted similar legislation.

Irish Corporate Leaders on Climate Change have welcomed the publication of an outline climate bill but have expressed disappointment that the draft does not contain a 2050 target for Ireland’s emissions. Irish Corporate Leaders support the inclusion of the EU objective for 2050 of emissions reductions of at least 80%.

The Irish Corporte Leaders on Climate Change is made up of the following companies: Bord Gais, Bord na Mona, Diageo, KPMG, NTR, Siemens, Sodexo and Vodafone.

A spokesperson for the group comments: “A Climate Bill without a 2050 target will not will bring the clarity and certainty to government policy that business needs to make the long-term investment decisions needed to move to a low-carbon economy. Moreover, we believe that robust action on climate change will in fact help create a smarter, more competitive, more creative economy, deliver new high quality jobs, and set us on a path to a low-carbon, sustainable recovery.”

Irish Corporate Leaders looks forward to engaging with Government and the Oireachtas Committee hearings in the coming months to strengthen the Bill, before it becomes law later in 2013.

The way the world is lit up could be revolutionised by a new European-wide research project being lead by the University of Dundee in Scotland. The €8.4 million NEWLED project aims to develop a new generation of white light-emitting LED lights, which would be much more efficient than existing light bulbs.

It is estimated that efficient white-light LEDs, if successfully developed and widely implemented, could have a massive effect on reducing global energy consumption and C02 emissions.

“Common lightbulbs have a pretty low efficiency rating and even the best current white LEDs in use only have an overall efficiency of around 25%,” explains Professor Edik Rafailov, NEWLED project leader based in the School of Engineering, Physics and Mathematics at Dundee. “What we are aiming to develop is a significantly more efficient white LED, which would be around 50-60% efficient. If we can do that and it becomes widely adopted, then the effects on energy consumption would be enormous. It would also produce lighting over which much more control could be exercised in brightness and tone.”

NEWLED brings together academic and industrial partners and is funded through the European Union’s FP7 programme.

The effort to produce highly efficient white LEDs will see the project examine every stage of the LED fabrication process, from developing new knowledge on the control of semiconductor properties on a near-atomistic level to light mixing and heat management.

By examining the entire process, NEWLED aims to ensure that the new LEDs will be well adjusted to avoid compromising the achievements of the overall process and to ensure significant system and operating cost reduction.

The EPA has published figures for four key air pollutants responsible for long-range transboundary air pollution such as acidification, eutrophication and ground-level ozone pollution. This latest information from the EPA shows that in 2011, emissions of nitrogen oxide (NOx) were above the specified EU emission ceiling. While some reductions in NOx levels from the transport sector have been delivered since 1990 through technological improvements, these have not been as substantial as originally anticipated.

Advances in emission controls have been largely off-set by increases in vehicle numbers and fuel use during a time of significant economic growth over the period 1990 to 2008. Reducing NOx emissions requires travelling less by car as well as the uptake of new vehicles with improved emission control technologies.

Dr Eimear Cotter, Senior Manager, EPA, says: “High nitrogen oxide emissions pose a threat to human health as a respiratory irritant, particularly in people with asthma. The key to decreasing nitrogen oxide emissions lies in reducing travel and incentivising the purchase of cleaner vehicles with improved emission controls.  Changing behavioural patterns in these two areas will reduce emissions so contributing to a cleaner, healthier environment and a better quality of life.”

The figures also show that levels of sulphur dioxide (SO2), volatile organic compounds (VOC) and ammonia (NH3) were below the EU emission ceilings. The main sources of these emissions are power generation, residential and commercial sectors for SO2; solvent use and transport for VOCs; and agriculture for NH3. Reductions in these three pollutants have been achieved through a diverse range of measures including effective licencing and enforcement by the EPA, stricter regulation of VOC emissions from vehicles and declining animal numbers in the agriculture sector.

Dr Cotter adds: “The switch to low sulphur fuels and low solvent products such as paints is welcome, and has kept Ireland below EU emission ceilings for sulphur dioxide and volatile organic compounds. Ammonia emissions have stayed reasonably constant since 1990, however, ambitious targets under Food Harvest 2020 could put pressure on ammonia emissions into the future.”

Revised regulations on decorative paints and solvents were published on January 1st 2013. Re-sprayers and dry cleaners are required by law to register with their local authority, and have their premises inspected to ensure that they use appropriate products, dispose of waste in an appropriate manner and take measures to protect the environment.

Commenting on the new Regulations Dr Ian Marnane of the EPA’s Office of Environmental Enforcement says: “The re-spraying of cars and dry cleaning activities are regulated to minimise harmful effects on our environment and health. Car paint and dry cleaning raw materials contain Volatile Organic Compounds (VOCs) which can evaporate into our atmosphere, even at room temperature. This can cause respiratory illness and have potentially harmful effects on our environment.”

The new law will address some of the concerns of the regulated community and will also provide greater powers to local authorities to enforce the regulations. All existing operators are urged to ensure that they renew their certificates in advance of their expiry date.

Dr Ian Marnane continues: “It is important that people support certified vehicle refinishers and dry cleaners in their area. These businesses have made the appropriate investment to ensure that harmful solvents are controlled and prevented from causing environmental damage.”

The EPA is now responsible for the appointment of a panel of approved assessors who will carry out the assessment of compliance with the regulations at relevant installations.  This panel is required to be in place by September 30th 2013. In the interim, the EPA has appointed an assessor and operators are obliged to continue to hold up-to-date certification during the interim period.

Further updates on the development of the panel of inspection bodies will be publicised over the coming weeks through revisions to the existing EPA websites for these regulations at http://www.epa.ie/whatwedo/advice/air/decopaintsdirective/ and http://www.epa.ie/whatwedo/advice/air/solvents/.

Toyota Motor Europe (TME) is again in the lead in Europe with the lowest fleet-wide C02 emissions in 2011 following figures published by the European Commission and European Environment Agency. Fleet-wide C02 emissions for TME stand at 109.3 g/km, a decrease of 3 g/km since 2010 and 19 g/km ahead of the TME specific European Commission target for 2011.

The recent report, in conjunction with the 2010 edition, will be used by the European Commission as indicators to determine each manufacturer’s gap to the 2012 emissions target. Rankings from the 2011 report are based on the 65% lowest emitting vehicles from each manufacturer in line with the phase-in process foreseen in the regulations.

Calculations based on 100% of fleet-wide emissions will come into effect in 2015. TME has already exceeded its 2015 target four years ahead of time.

According to the report, TME continues to produce some of the lowest emitting vehicles inEurope. The report also suggests that TME’s increasing full hybrid product line-up is a significant contributor to the company’s excellent results. In addition, TME offers the highest percentage of products with emissions below 100 g/km of CO2 with seven models inEurope, including five models below 90 g/km.

Whilst the European Commission report refers to 2011 results, recently announced 2012 sales result for TME saw full hybrid sales increase by 62% in the EU to some 95,000 units, contributing to 18% of total sales in the 27 European Union member states.

A recent study published by Germany’s Federal Motor Transport Authority (Kraftfahrt-Bundesamt) sees fleet-wide CO2 emissions for Toyota Deutschland drop by 4% to 127.3 g/km in 2012, making it the lowest emitting volume manufacturer in Germany.

On January 29, Toyota’s leadership in reducing environmental impact was recognised with the title of “Car and Van Manufacturer of the Year” in the Low Carbon Vehicle Partnership awards in the United Kingdom. Graham Smith OBE, Managing Director of TME London Office, was also named ‘Outstanding Individual in Promoting Low Carbon Transport’.