Brussels, 28/10/2009 (Agence Europe) - After new private cars, it will be new commercial vans that must become “greener”. The European Commission suggests that average CO2 emissions from the European fleet of light commercial vehicles (unladen weight below 2.61 tonnes and able to carry 3.5 tonnes of goods) must gradually be brought down to 175 g/km per vehicle between 2014 and 2016, and to 135 gm/km by 2020 (compared with 203 gm/km in 2007).
On Wednesday 28 October, as it presented its draft regulation aimed at reducing CO2 emissions for light commercial vehicles, the European Commission gave concrete substance, albeit a few months behind schedule, to the promise that it had made in 2007 to bring this kind of vehicle into the integrated approach for reducing vehicle emissions (EUROPE 9361). The format of the proposed legislation is similar to the proposals on passenger cars agreed at the end of 2008, as part of the Energy/Climate Package. It is one of the last outstanding elements of the EU's strategy to improve the fuel economy of light-duty vehicles, thus helping to combat climate change. Its adoption by the College was welcomed by Stavros Dimas, European Environment Commissioner, as the “last decision of the current Commission”, particularly appropriate at this time of international climate talks as it “confirms the EU's position as a leader for Copenhagen”.
“Light commercial vehicles account for 12% of new vehicles. Since 1990, the EU has reduced greenhouse gas emissions by 9% and is keeping in line with its Kyoto objective. In the meantime, emissions from transport have increased by 29%, which represents 17% of total EU emissions. If we do not wish to destroy everything that has been done so far, these emissions must at all cost be brought under control “, the commissioner told the press. He explained that the future regulation is good for the environment, good for industry and good for consumers. Industry will be encouraged to innovate and to move towards sustainable development. Consumers will make fuel savings, estimated at €2,000 throughout the vehicle's life cycle.
The target of 175 gm/km will gradually take effect but should be achieved for 75% of the vehicle fleet in 2013, for 80% of the fleet in 2015 and for the whole fleet in 2016. The longer term objective of 135 gm/km as of 2020 will be confirmed when the regulation is revised in 2013.
Limit values follow a curve that depends on unladen vehicle mass. Manufacturers may pull together to achieve the objectives.
Penalties imposed in the case of non-conformity will be “severe” - €120 for every gram in excess - but application will be moderated over the first three years: - €5 for the first gm/km above the curve, €15 for the second gm/km, €25 for the third and €120 for every gm/km exceeding the limit value curve. From 2019, “the full penalty will apply for every gram above the curve”, the commissioner said.
A unique and simple derogation is foreseen for manufacturers who, for economic or technical reasons, cannot achieve the reductions planned. This derogation will cover small producers with an output of fewer than 20,000 vehicles per year, such as Landrover, but, as Mr Dimas states, these producers will still have an objective to attain.
The text should also prevent any loopholes as, the commissioner says, reduction requirements are the same for cars and vans. It will therefore not be in anyone's interest to have a van registered as a vehicle for private use.
In its communication of 2007, the Commission gave the indicative announcement that the average objective of the fleet of vans could be 175 gm by 2012 and 160 gm by 2015. Also, in a recent draft doing the rounds, the Commission provided for 160 g/km by 2012.
Greenpeace deplores this as a step backward. “Of course, the level of ambition may be lower but we have a proposal on the table, that can be improved. And even as it is, this proposal contributes to the fight against climate change”, the commissioner retorted. He stressed the merits of a regulation which, for manufacturers, will be an incentive to invest in technology and which will give them a competitive advantage as first market entrant. Mr Dimas said in this respect that the United States, China and India invest a great deal in green technology.
The proposal is premature and “economically unrealistic” for the European motor industry as it is too costly in these times of crisis. ACEA, the European Automobile Manufacturers Association, points out: “The automotive industry - and in particular the commercial vehicle industry - is still suffering from a continuing credit crunch and a depressed economy”. (A.N./transl.jl)