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CO2 emission standards for heavy-duty vehicles

09-04-2019

In May 2018, the Commission proposed a regulation setting the first-ever CO2 emission performance standards for new heavy-duty vehicles in the EU, as part of the third mobility package. It would require the average CO2 emissions from new trucks in 2025 to be 15 % lower than in 2019. For 2030, the proposal sets an indicative reduction target of at least 30 % compared to 2019. Special incentives are provided for zero- and low-emission vehicles. The proposed regulation applies to four categories of ...

In May 2018, the Commission proposed a regulation setting the first-ever CO2 emission performance standards for new heavy-duty vehicles in the EU, as part of the third mobility package. It would require the average CO2 emissions from new trucks in 2025 to be 15 % lower than in 2019. For 2030, the proposal sets an indicative reduction target of at least 30 % compared to 2019. Special incentives are provided for zero- and low-emission vehicles. The proposed regulation applies to four categories of large trucks, which together account for 65 %-70 % of CO2 emissions from heavy-duty vehicles. The Commission proposes to review the legislation in 2022 in order to set a binding target for 2030, and to extend its application to smaller trucks, buses, coaches and trailers. In the European Parliament, the proposal was referred to the Committee on Environment, Public Health and Food Safety, which adopted its report on 18 October 2018. Parliament voted on the report on 14 November 2018. Trilogue negotiations were concluded on 18 February 2019 with an agreement that sets a legally binding 30 % reduction target for the average fleet emissions of new trucks by 2030. The Parliament is expected to vote on the agreed text during the April II plenary session. Third edition. The 'EU Legislation in Progress' briefings are updated at key stages throughout the legislative procedure.

Review of CO2 emission standards for new cars and vans

31-01-2018

This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact assessment (IA) accompanying the above proposal, adopted on 8 November 2017 and referred to European Parliament's Committee on Environment, Public Health and Food Safety (ENVI). According to the IA, road transport caused 22 % of all EU greenhouse gas (GHG) emissions in 2015, 73 % of which came from cars and vans (IA, p. 19). The transport sector (except for aviation) is not covered by ...

This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact assessment (IA) accompanying the above proposal, adopted on 8 November 2017 and referred to European Parliament's Committee on Environment, Public Health and Food Safety (ENVI). According to the IA, road transport caused 22 % of all EU greenhouse gas (GHG) emissions in 2015, 73 % of which came from cars and vans (IA, p. 19). The transport sector (except for aviation) is not covered by the EU's emissions trading system (ETS), adopted in 2005 in the context of international efforts to reduce GHG. Instead, the EU has put sector-specific legislation in place, in particular to reduce carbon dioxide (CO2) emissions. When it became clear that a 1999 voluntary emissions reduction agreement between the European Commission and the Association of European Automobile Manufacturers had not delivered, the EU adopted two regulations on mandatory CO2 standards for all new passenger cars and vans, in 2009 and 2011 respectively. Both were amended in 2014 with new emissions targets. After the Paris Agreement, countries such as China, the United States of America (USA) and Japan quickly began implementing ambitious policies for low-carbon transport. To comply with the agreement, the EU included the proposal to amend the current legislation in the European Commission's 2017 work programme. The review of the current regulations started in 2015, with publication of the European Commission's extensive ex-post evaluation. It found the current regulations effective and more efficient than expected, but also identified weaknesses. These included the measurement of emissions (test procedures), the utility parameter (mass or footprint) and emissions from energy and vehicle production, currently not covered (IA, pp. 15-16). As announced in its May 2017 communication, Europe on the Move, the Commission is pursuing an integrated approach to address all factors and actors relevant for CO2 emissions, from environment to industry (IA, p. 11). This proposal is therefore part of a comprehensive legislative package aiming to ensure 'clean, competitive and connected mobility for all' (IA, pp. 11-12, 17) and is flanked by important initiatives such as the EU action plan on alternative fuels infrastructure, revision of the Clean Vehicles Directive and the battery initiative.

The European Globalisation Adjustment Fund: European Implementation Assessment

21-03-2016

This European Implementation Assessment aims to provide a detailed overview of a range of official reports and evaluations concerning the European Globalisation Adjustment Fund (EGF) between 2007 and 2014, namely the Commission's Annual Reports from 2008 through to 2012 on the activities of the EGF, the Report from the Commission on the activities of the EGF in 2013 and 2014, the mid-term review of 2011 and the final ex-post evaluation of the EGF in 2015. For this exercise, the analysis also draws ...

This European Implementation Assessment aims to provide a detailed overview of a range of official reports and evaluations concerning the European Globalisation Adjustment Fund (EGF) between 2007 and 2014, namely the Commission's Annual Reports from 2008 through to 2012 on the activities of the EGF, the Report from the Commission on the activities of the EGF in 2013 and 2014, the mid-term review of 2011 and the final ex-post evaluation of the EGF in 2015. For this exercise, the analysis also draws on the findings of a European Court of Auditors Special Report, on past EESC and CoR opinions on the EGF, as well as on European Parliament and Member State positions, and on a range of other information sources. This assessment aims to consolidate the main findings of previous evaluations, reports and positions into a presentation of the overall achievements and difficulties recorded with the EGF over the period under review, in order to identify areas for improvement in the activities selected for EGF funding and in the implementation and monitoring of the fund. What is most apparent is that while the fund has clearly benefitted workers being made redundant in large enterprises, particularly the most vulnerable groups, and especially in a select group of Member States, further improvements are needed to ensure that the fund is used across more sectors more evenly, to the greater benefit of SMEs, and also to promote entrepreneurship. Finally, this assessment identifies ways in which the application process and implementation phase could be made more efficient, and suggests various means to better focus monitoring and future evaluations of the EGF.

Tulevat tapahtumat

20-11-2019
Europe's Future: Where next for EU institutional Reform?
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