Yesterday Congress approved the first Law against Climate Change in Spain with which it seeks to reduce greenhouse gas emissions by 23%, promote clean energy and decarbonize the economy. However, Spain falls short when it comes to collecting environmen…
15.05.2021: John Burrows appointed as Chief Financial Officer. Casper Norden joins Volta Trucks as Chief Strategy Officer. Mornie Robertson hired as Chief Human Resources Officer.
John Burrows appointed as Chief Financial Of…
Seventeen fishing boats ran aground on Britain and France, but the London government also sent two warships to the Channel at dawn on Thursday.
The conflict has been exacerbated by two interpretations of the Brexit rules. Since Britain left the EU, there have been a number of complex methods for calculating where and to what extent European fishermen have access to the British Ocean. Although fisheries provide a very small part of the economies of the countries concerned, they also play a key political role in France, Belgium, Denmark and the United Kingdom, along with their strong unions, spectacular demonstrations and symbolic industries.
One of the ships sent by the British to the scene was the HMS Severn.Photo: GLYN KIRK / AFP
Now the heated debate began with the management of the island of Jersey in the Channel, which is owned by Britain, but is closer to the French coast one by one, and which French fishing vessel has the right to fish off the island again this year? .
In order to obtain a license, French ships had to prove that they had a “historic right” to fish – their vessel had been fishing for at least ten days in a 12-month period over the past three years. Anyone who proves this will be given a beacon identification system to place on fishing vessels longer than 12 meters, after which the British will leave them alone.
Of the applicants, 41 vessels were licensed in the current season, but 17 vessels were rejected. According to Jersey officials, exactly, according to French fishermen, unfair.
Port of St. Helier, Jersey.Photo: OLI SCARFF / AFP
Since then, the situation has escalated:
French fishermen announced on Thursday that they would be marching a hundred boats from the port of Jersey in front of St. Helier.
The Jersey leadership fears the march will be a siege and fishermen want to isolate the island from the outside world, so the island’s prime minister, John Le Fondre, has warned the London government.
Aid arrived immediately, two small warships were sent to the island, and HMS. Severn and HMS Tamar has been guarding the Jersey coast since Thursday.
The French government’s Minister of Maritime Affairs also got into the debate: Annie Gordin said the island would be without electricity if Jersey fishermen were treated unfairly. They can do this because they get electricity from France via three submarine cables from Jersey.
In response, a local oil mill was placed on standby on the island of Jersey so that electricity would be available even if the French closed them down. It will be more expensive and polluting than the current system, but it will not darken the island, local leaders promise.
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Sadiq Khan[2] has confirmed he will expand the Ultra Low Emission Zone in a move set to cost up to 350,000 motorists £12.50-a-day to drive into London[3].
The newly re-elected Mayor of London will make the zone 18 times larger than it is currently.
The move will force owners of older, more-polluting vehicles that don’t comply with strict emission standards to pay a £12.50 daily fee – in addition to the congestion charge – if driving through the zone.
Around 100,000 more cars, 35,000 vans and 3,000 lorries will be affected. Lorries and buses who don’t pay the fees will be slapped with a £100 fine.
The AA put its estimate at the number of motorists affected at 350,000.
Transport for London has estimated its total income from the expanded ULEZ, along with congestion charge and low emission zones, will hit £762million this financial year.
Between 2022 and 2023, this number could hit £1.157billion.
Sadiq Khan has confirmed he will expand the Ultra Low Emission Zone which is set to cost up to 350,000 motorists £12.50-a-day to drive into London (a London road, file image)
The newly re-elected Mayor of London will make the zone 18 times larger (expansion proposal, pictured) than it is currently
The move will force owners of older, more-polluting vehicles that don’t comply with strict emission standards to pay a £12.50 daily fee – in addition to the congestion charge – if driving through the ULEZ (file image)
Petrol cars must comply with the Euro 4 engine standards – usually vehicles registered from January 2006 – or face paying the fee.
Meanwhile, diesel cars will need to pay up unless they meet the Euro 6 standard – meaning they were registered after September 2015.
The capital’s Ultra Low Emission Zone – which was introduced in 2019 – will cover the streets inside the North and South Circular roads under Khan’s new plans.
The move will come into force on October 25.
Mr Khan said: ‘I pledge to be the greenest Mayor London’s ever had with a mandate from Londoners to put the environment and climate policies at the heart of my second term in office. Today I am reaffirming my commitment to speed up the cleaning of London’s toxic air.
‘In central London, the Ultra Low Emission Zone has already helped cut toxic roadside nitrogen dioxide pollution by nearly half and led to reductions that are five times greater than the national average.
‘But pollution isn’t just a central London problem, which is why expanding the ULEZ later this year will benefit Londoners across the whole of the city and is a crucial step in London’s green recovery.
‘There is no time to waste. We know pollution hits the poorest Londoners the hardest which is why I’m doing everything I can to improve the health for all Londoners.’
Jemima Hartshorn, founder of pollution campaign group Mums for Lungs, said: ‘Mums for Lungs has campaigned for an expansion of the ULEZ for over three years now, so we are glad that this scheme will be implemented very soon.
‘The ULEZ in central London has really reduced NO2-pollution across the area, and more children will benefit from ULEZ expansion.
‘But more is needed to ensure that London meets World Health Organization guidelines, so we call on the Mayor, national government, councils and business to work together to ensure breathing no longer harms the health of London’s children.’
Among the car models which will fall foul of the ULEZ charges are some 2015 Ford Focus, Fiat Panda, Citroen and Vauxhall Astra models.
The new ULEZ zone will operate 24 hours a day for seven days of the week within the same area of central London as the Congestion Charge.
Research showed the health damage from cars and vans across the UK costs £6billion a year to the NHS and society, with the bill in London £650million.
Officials said expanding the ULEZ – and stricter standards for heavy vehicles across London – would result in more than 100,000 Londoners no longer living in areas exceeding legal air quality limits in 2021.
All areas in the capital are expected to see reductions in pollution.
Furthermore, research shows that those exposed to the worst air pollution are more likely to be deprived Londoners and from Black, Asian and Minority Ethnic communities.
There is also emerging evidence linking air pollution with an increased vulnerability to the most severe impacts of Covid.
Mr Khan has been pushing hard for London to spearhead new measures to reduce vehicle emissions in the capital since being sworn in as mayor in 2016.
This includes the introduction of the T-Charge in 2018 – which was superseded by ULEZ in 2019.
Last year, a study by Environmental Defense Fund Europe found that harmful air pollution from diesel vehicles was 23 per cent higher outside London’s current ultra-low emissions zone (ULEZ).
The study – which gathered pollution data from 231 sites in London and tracked levels of toxic nitrogen oxides (NOx) – found the five worst locations were all outside the ULEZ.
In 2018, Mr Khan (pictured) confirmed the extension of the ULEZ after growing concerns about rising pollution levels in the capital
NOx pollution is an umbrella term which includes nitrogen dioxide (NO2), which can lead to health issues like inflaming airways while aggravating existing heart and lung diseases.
London has breached legal limits for NO2 since 2010 and last year it was revealed more than 2 million Londoners are living in areas exceeding legal air limits – including 400,000 children.
As well as NOx, common pollutants from diesel include unburned hydrocarbons, carbon monoxide and particulate matter – microscopic particles of matter.
Diesel vehicles pour out more ultra-fine particles than all other vehicles, which are the most toxic of the air pollution particles.
Last year was a year like no other, says the head of the European arm of a global industry body of supply chain firms that work to combat cargo theft, Thorsten Neumann, President and CEO of TAPA (Transported Asset Protection Association) EMEA[1]. While the UK had some 3,100 reported incidents of cargo thefts, that high number – second in Europe came Germany, with 1727 crimes over the year – reflects sharing of data with law enforcement in the UK. TAPA EMEA points out that most cargo thefts during road, ocean, air freight and rail transport are still not reported by victims to TAPA’s incident database.
Thorsten Neumann said: “At a time when most businesses were focused almost entirely on a fight for survival, and law enforcement agencies faced the added pressure of policing new government lockdowns, traditional channels of cargo crime data were, as expected, also severely impacted. Consequently, it is difficult to give a meaningful comparison with previous years. However, while some criminal operations would have been disrupted by lockdown measures, 2020 still saw the second-highest rate of incidents in TAPA’s 24-year history, And, had we been able to maintain the same level of data sharing from LEAs across the region as we achieved in 2019, I am certain 2020 would have set a new record for cargo crimes in the EMEA region.
“For Organised Crime Groups (OCGs) and other, smaller groups of offenders targeting supply chains, cargo crime is its own ‘industry’ offering very rich rewards. Although, TAPA EMEA members are among those companies best protected from these threats, the risks remain 24/7/365, even during a pandemic.”
The association says that the top three product types suffering losses in 2020 were:
Food & Drink – 536 cargo thefts; Tobacco – 403 incidents; and ‘no load’ (Theft of truck and/or trailer) – 282 thefts.
Other products suffering high loss rates from supply chains in the year included Furniture and Household Appliances (240 loss incidents), Clothing and Footwear (213), Cosmetics and Hygiene (150), Tools/Building Materials (97), Metal (87), Computers/Laptops (68), and Pharmaceuticals (67). As a sign of how it is relatively easier for criminals to attack goods on the road rather than behind the walls and fences of a warehouse, trucks, trailers and ‘last mile’ delivery vans were by far the most popular target for cargo thieves, as in previous years, led by 3,644 cases of ‘Theft from Vehicle’, 56.3 per cent of all crimes recorded. This compared to only 212 crimes recorded as ‘Theft from Facility’ in 2020.
Some 31 of the 56 countries that had cargo thefts recorded by TAPA saw such crime involving violence. South Africa saw the highest number of violent attacks, followed by the UK, Spain and France. The association has listed some of the criminals’ methods:
– ‘Blue lights’ to impersonate police and traffic officers to stop trucks;
– GPS ‘jammers’ to block vehicle security tracking signals;
– Fake documentation for drivers, vehicles and companies to facilitate cargo collections;
– Road blocks using cars, trucks and fires;
– Driving vehicles through closed gates to gain access to transport yards and warehouses;
– Online freight exchanges to propose low-cost transportation services to be awarded shipment deliveries;
– Gas attacks on drivers taking rest breaks in their cabs, and the use by offenders of pepper sprays to incapacitate drivers; and
– ‘Vehicle breakdown’ alerts by drivers on long distance routes in more remote locations to buy time for drivers, vehicles and loads to disappear.
Some 150 companies have joined the association since the start of 2020; members are typically consumer good product manufacturers, and logistics firms. TAPA[2], founded in 1997, offers training; and certification[3] of sites for supply chain resilience, such as lorry parking.
More at the TAPA EMEA website[4].
The Canadian PressThe latest numbers on COVID-19 in Canada for Friday, May 14, 2021The latest numbers of confirmed COVID-19 cases in Canada as of 4:00 a.m. ET on Friday, May 14, 2021. There are 1,312,408 confirmed cases in Canada. _ Canada: 1,312,408 c…
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By Megan RowlingBARCELONA: As emissions[1] from African transport[2] surge, governments need to find ways to encourage a shift to cleaner, healthier electric vehicles[3], especially among the minibus and motorcycle taxis that d…