Will Bio-Jet Fly? Towards a Carbon Neutral Aviation Sector. IES Policy Brief Issue 2016/19 • October 2016

Aviation has transformed society over the past five decades, effectively shrinking the planet and bringing socio-economic benefits to an increasing number of people. Its unremitting growth does, however, come at a price. Direct emissions from civil aviation account for approximately 2% of global GHG emissions and for 3% of EU emissions. They amount to only a third of those in the road transport sector, but display a high per-passenger intensity and are increasing rapidly along with the relentless rise in demand for air transport. Global projected annual growth rates of 5% up to 2030 could lead to a more than six-fold increase in emissions by 2050 when compared to 1990 levels, which makes aviation the fastest growing source of greenhouse gases in the world. Industry stakeholders are becoming aware of their need to adopt measures to reduce the sector’s carbon footprint, if one is to end up anywhere near the ambitious 1.5°C objective set out at COP21

Sustain, Filip Sedefov, Ólöf Söebech and Eleanor Mateo able aviation fuels: common ground for a take-off. IES Policy Brief Issue 2017/05 • November 2017

Aviation biofuels remain a controversial topic. An analysis of stakeholder views reveals, however, that there is considerable common ground on the two central issues in short to medium term: sustainability and commercialisation. Stakeholders generally agree that sustainability must be based on objective, transparent and clearly defined criteria that demonstrate the environmental advantages of sustainable aviation fuels (SAF) over fossil fuels. The measurement of impacts should use verified life-cycle analyses (LCA) throughout the supply chain. Sustainability standards should be strict, yet they should not be so rigid as to prevent the commercialisation of SAF, and they need to be tightened as the market evolves. For the commercialisation of SAF, the stakeholders reckon that the infrastructure and marketing models already exist: the remaining hurdle is the price gap between conventional fossil fuels and SAF. Active policies that include commercial and regulatory incentives are required to make sustainable aviation fuels competitive, and for the market to take off

Sustainable Aviation Fuels: Common Ground for a Take-off, IES Policy Brief No. 5, November 2017

Aviation biofuels remain a controversial topic. An analysis of stakeholder views reveals, however, that there is considerable common ground on the two central issues in short to medium term: sustainability and commercialisation. Stakeholders generally agree that sustainability must be based on objective, transparent and clearly defined criteria that demonstrate the environmental advantages of sustainable aviation fuels (SAF) over fossil fuels. The measurement of impacts should use verified life-cycle analyses (LCA) throughout the supply chain. Sustainability standards should be strict, yet they should not be so rigid as to prevent the commercialisation of SAF, and they need to be tightened as the market evolves. For the commercialisation of SAF, the stakeholders reckon that the infrastructure and marketing models already exist: the remaining hurdle is the price gap between conventional fossil fuels and SAF. Active policies that include commercial and regulatory incentives are required to make sustainable aviation fuels competitive, and for the market to take off

Technical report on N-(4-fluorophenyl)-N-(1-phenethylpiperidin-4-yl)isobutyramide (4-fluoroisobutyrylfentanyl; 4F-iBF). Annex 1 to the Risk Assessment Report on N-(4-fluorophenyl)-N-(1-phenethylpiperidin-4-yl)isobutyramide (4-fluoroisobutyrylfentanyl; 4F-iBF)

In accordance with Article 6 of Council Decision 2005/387/JHA on the information exchange, risk assessment and control of new psychoactive substances

Drug-related violence: will COVID-19 drive better data for safer and more secure EU?

A fuller understanding of drug-related violence requires good quality data. Having such data consistently up-to-date will provide benefit in policy-making and evaluation, as well as for operational, monitoring and research purposes. For policy-makers, accurate data on drug-related violence will provide a fuller picture of the drugs trade and its societal impact — essential for planning and assessing policy responses, priority setting and resource allocation.  Security and Global Affair

Technical report on N-phenyl-N-[1-(2-phenylethyl)piperidin-4-yl]oxolane-2-carboxamide (tetrahydrofuranylfentanyl; THF-F). Annex 1 to the Risk Assessment Report on N-phenyl-N-[1-(2-phenylethyl)piperidin-4-yl]oxolane-2- carboxamide (tetrahydrofuranylfentanyl).

In accordance with Article 6 of Council Decision 2005/387/JHA on the information exchange, risk assessment and control of new psychoactive substances

Technical report on 1-(4-cyanobutyl)-N-(2-phenylpropan-2-yl)-1H-indazole-3-carboxamide (CUMYL-4CN-BINACA). Annex 1 to the Risk Assessment Report on 1-(4-cyanobutyl)-N-(2-phenylpropan-2-yl)-1H-indazole-3- carboxamide (CUMYL-4CN-BINACA).

In accordance with Article 6 of Council Decision 2005/387/JHA on the information exchange, risk assessment and control of new psychoactive substances

Furanylfentanyl. ANNEX 1. Technical report on N-phenyl-N- [1-(2-phenylethyl)piperidin-4-yl]furan- 2-carboxamide (furanylfentanyl).

This publication presents the data and findings of the risk assessment on furanylfentanyl (N-phenyl-N-[1-(2-phenylethyl)piperidin-4-yl]furan-2-carboxamide), carried out by the extended Scientific Committee of the EMCDDA on 23 May 2017. The Risk Assessment Report, which was submitted to the European Commission and the Council of the European Union on 23 May 2017, examines the health and social risks of the drug, information on international trafficking and the involvement of organised crime, as well as a consideration of the potential implications of subjecting the drug to control measures. Furanylfentanyl is the fourteenth new psychoactive substance to be risk assessed under the terms of Council Decision 2005/387/JHA. On the basis of the Risk Assessment Report - and on the initiative of the European Commission - on 15 November 2017, the Council decided that furanylfentanyl should be subject to control measures across the Member States. This decision was adopted in the final stage of the three-step process - early warning, risk assessment and control of new psychoactive substances - established by the Council Decision 2005/387/JHA. This legal framework allows the EU institutions and Member States to act on all new and potentially threatening narcotic and psychotropic drugs which appear on the European drug scene, with the EMCDDA and Europol, in collaboration with their respective networks playing a central role in the early detection of such substances as well as the harms caused by their use - information that underpins risk assessment, and, ultimately, decision-making

EMCDDA technical report on the new psychoactive substance methyl 2-{[1-(4-fluorobutyl)-1H-indole-3-carbonyl]amino}-3,3-dimethylbutanoate (4F-MDMB-BICA).

The purpose of this technical report is to provide an analysis of the available information on methyl 2-{[1-(4-fluorobutyl)-1H-indole-3-carbonyl]amino}-3,3-dimethylbutanoate (4F-MDMB-BICA), a synthetic receptor cannabinoid agonist that has recently emerged on the drug market in Europe, in order to support the risk assessment of the substance which has been requested by the European Commission in accordance with Article 5c of Regulation (EC) No 1920/2006 (as amended)

Technical report on N-(1-amino-3,3-dimethyl-1-oxobutan-2-yl)-1-(cyclohexylmethyl)-1H-indazole-3- carboxamide (ADB-CHMINACA). Annex 1 to the Risk Assessment Report on N-(1-amino-3,3-dimethyl-1-oxobutan-2-yl)-1- (cyclohexylmethyl)-1H-indazole-3-carboxamide (ADB-CHMINACA).

In accordance with Article 6 of Council Decision 2005/387/JHA on the information exchange, risk assessment and control of new psychoactive substances