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The European
Parliament adopted a resolution based on the own-initiative report of Chris DAVIES (ALDE, UK) in response to the Commission’s Communication on the results of
the Community Strategy to reduce CO2 emissions from passenger cars and
light-commercial vehicles. The main
points are the following: Timetable
and targets: the report welcomed the Commission's
plan to submit an EU legislative framework for CO2 emissions reduction
including binding measures for improving the fuel economy of light vehicles
by improving engine technology, other technological improvements and the use
of biofuels. Parliament insisted that the proposed use of "complementary
measures" to achieve the previously agreed emissions target of 120g
CO2/km be made possible through quantifiable standards and believed that
legislation should set clear and measurable targets for emissions reductions
to be achieved through technical means. The report proposes that binding
annual emissions targets should be set with effect from 2011 with the
objective of promoting technical improvements to vehicles in order to ensure
that, by these means alone, average emissions from all passenger cars placed
on the EU market in 2015 do not exceed 125g CO2/km. The Commission was
invited to present concrete legislative proposals and measures that ensure
that emission reductions of at least 10g CO2/km could be achieved by means of
the complementary measures taken as part of the integrated approach, in order
to reach the overall target value of 120g CO2/km. Parliament further insisted
that from 1 January 2020, average emissions should not exceed 95g CO2/km, and
believed that the EU should provide support for the necessary promotion of
innovation through the Seventh Framework Programme for Research. It stressed
the need for intensive promotion of research and development of zero-emission
vehicles, such as electrically propelled vehicles. It believed that longer term
targets should be confirmed or reviewed by the Commission no later than 2016,
following a detailed cost-benefit impact assessment and owing to the
post-Kyoto agreement, and anticipated that these targets will possibly
require further emissions reductions to 70g CO2/km or less by 2025. Exceptions: in view of the difficulty that some specialist manufacturers may
have in reducing average emissions across the limited range of cars they
produce within the timescales envisaged, the report recommends that each manufacturer
or importer should have the right to exclude 500 identified vehicles annually
from inclusion in the data used to determine average emissions, subject to
the emissions and fuel economy of such vehicles being labelled and advertised
to consumers in accordance with the usual legal requirements. Furthermore, in
view of the difficulty that some low-volume manufacturers (producing up to
300 000 units) and new entrants with a market share of less than 1% may have
in reducing average emissions across the limited range of cars they produce
within the time-schedule envisaged, the Commission should consider
incorporating proposals in the legislation that would provide those
specialist manufacturers with ambitious reduction targets. Sharing the
task between manufacturers: Parliament recognised
the large variation in consumer preferences regarding passenger cars and the
different composition of manufacturers" fleets. It insisted that CO2
reductions must be achieved for all cars placed on the market and therefore
some differentiation based on a utility parameter should be allowed. However,
this should not neutralise the incentive to shift towards lower emission
vehicles or disadvantage early achievers. The report stressed the importance
of allowing particular vehicles to exceed emission limits to avoid excessive
disruptions to the car market, but sought to provide strong incentives to
bring about emission reductions It proposed that the setting of 2012 and 2020
targets for the reduction of average emissions, and interim annual targets,
should be achieved by reference to a limit value curve for all vehicles sold
by manufacturers and importers that should take, as its starting point, the
profile of the new passenger car fleet as of 1 January 2009. The Commission was
asked to ensure adequate efforts for all manufacturers and incentives for
reducing greenhouse gas emissions across the vehicle fleet. However, t any
future scheme should not reward, either directly or indirectly, manufacturers
of historically more polluting vehicles. Vehicles with higher CO2 emissions
must also be required to make a greater contribution to reducing CO2, and the
scheme should reward the most advanced technologies and alternative fuels
according to their greenhouse gas performance (hybrids, hydrogen, electric
vehicles or other alternative fuels). The report
proposes the introduction, in 2011, of a new closed market mechanism, the Carbon
Allowance Reductions System (CARS), through which manufacturers and
importers will be required to pay financial penalties in proportion to any
excess over the emission limits per car sold. These penalties might be offset
by redeemable credits awarded to newly registered passenger cars of the same
manufacturer with emissions below the limit value curve. The penalties/excess
g CO2/km should be higher than the rewards. Any system of tradable quotas
between vehicle manufacturers should be kept separate from the EU emission
trading scheme, or any other outside carbon credit or compensation scheme.
The receipts from financial penalties should be used both for research and
development for CO2 emissions reduction and for aiding local public
transport. Testing,
data monitoring and vehicle specifications: the
report insisted that total greenhouse gas emissions per vehicle should be
addressed, including emissions attributable to air conditioning systems. It
also urged the Commission to make proposals to update test cycles to reflect
better real driving conditions. The Commission was encouraged to introduce
new measurements and standards that could allow a fixed value to be attached
for the purpose of associating CO2 emissions reduction with helpful
improvements such as gear shift indicators, use of econometers, high
efficiency air conditioning, improved lubricants, "start /stop systems
at idle", low rolling resistance tyres and tyre pressure monitoring
systems. It also recommends the introduction of technology in vehicles to
encourage environmentally aware driver behaviour such as displays showing
fuel consumption and its associated cost. Advertising
and labelling: Parliament recommended that mandatory and uniform minimum
requirements be set for the display of information relating to the fuel
economy (l/100 km) and CO2 emissions (g/km) of new cars in advertising, in
all marketing and promotional literature and in showrooms in a conspicuous,
user-friendly and possibly colour-coded format for the purposes of
comparison. Parliament also suggested that a binding code for advertising be
introduced which outlaws false green claims and recommended the
introduction of an environmental performance “green star” rating system
taking into account all aspects of environmental performance. Promoting
consumer demand: Parliament supported the use of
fiscal measures, and encouraged Member States to introduce both purchase and
circulation taxes on vehicles with above average emissions. It called for the
introduction of economic incentives for retiring old cars and ensuring that
part of vehicle taxes was variable depending on CO2 emissions and other
pollutants. Members pointed out that, with the gradual introduction of
technologies with zero CO2 emissions, the CO2-related tax component should,
in the long term, disappear. With a view to preventing the fragmentation of
the internal market, the Committee proposes the adoption of EU-wide
definitions of CO2 emission values, which can be used by Member States in
setting emission-related tax incentives. Lastly, Parliament underlined its
support for the CO2-based taxation of cars and alternative fuels so as to
create the right incentives for consumers and industry.
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