On 14 July 2021, the Commission tabled a ‘proposal for a Regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition’ (see EUROPE 12762/3), a rather unappealing title for a document of such a highly technical nature, but which has the potential to be revolutionary.
The reading of the text indicates that the level of emissions reductions in 2030 should be 55% for cars and 50% for vans and, more importantly, 100% for both by 2035. In other words, with effect from start of that year, it will be illegal to sell new vehicles fitted with internal combustion engines (diesel, petrol, hybrid). Those purchased before 2035 will still be allowed on the roads wherever they are still authorised, depending on their emissions levels, before a blanket ban comes in no later than 2050.
On 11 May 2022, the MEPs of the committee on the environment (ENVI) voted through the target of 0% in 2035 by a slender majority (46 votes in favour, 40 against and two abstentions), following a series of clashes between right-wing (less ambitious) and centre-left (more ambitious) groups, which tabled ‘compromise’ amendments that effectively cancelled each other out, due to a lack of majority support (see EUROPE 12950/10). At its plenary session of 8 June, the European Parliament adopted its position, which was peppered with amendments to the original text, although these did not essentially change it. The 2035 target was confirmed with 339 votes in favour, 249 against and 24 abstentions – a vote that reflects the internal divisions (see EUROPE 12967/3). When several major media sources announced the news, some of them even presented the Parliament’s decision as having been reached by the European Union itself.
Of course, however, the ordinary legislative procedure had to run its course. What would the Council do? In the night from 28 to 29 June, the ministers reached a common position (with some difficulty), validating the initial objectives, while making provision for these to be reviewed in 2026 (see EUROPE 12982/9).
On 28 October, the Parliament and the Council reached a provisional political agreement which, despite a bit of chopping and changing, respected the Commission proposal (see EUROPE 13053/1). This was the first agreement reached on any legislative proposal under the ‘Fit 55’ package, much to the delight of the institutional system, but probably leaving the average citizen cold; but he or she would soon learn from the newspaper, radio or television that the idea, which had probably been considered a bit wacky up to that point, was to become a reality.
Meeting for a plenary session on 14 February 2023, the European Parliament approved the text of the agreement with 340 votes in favour, 279 against and 21 abstentions (see EUROPE 13121/13). Two days later, Coreper decided to adopt exactly the same text. All that now remains is for it to be published in the Official Journal.
The regulation contains all six criteria for success listed in the first part of this editorial (see EUROPE 13130/1). This was the first time since the euro was under construction that a new and ambitious process, based on an official law text, had ticked all the boxes.
(1) The objective is clear and specific, because everybody knows what cars and vans are: workers, mechanics, salespeople, town and city planners, police officers, ambulance drivers, producers of batteries and spare parts, taxis, fuel distributors, those researching new technologies, the list goes on – and obviously includes consumers (men and women, of all ages). In other words, as far as Europeans, even the ones who don’t like them, are concerned, a car is something tangible and specific. Indeed, it doesn’t get much more tangible and specific than that!
(2) There is a deadline (1 January 2035) and not only has it been announced, it has spread like wildfire.
(3) The text adopted contains interim objectives in 2025 and 2030, with a review clause for 2026. The Commission will publish biannual reports on the basis of national reports. As the targets will get tougher from 2030 onwards, manufacturers will be motivated to start maximising production of low- or zero-emissions vehicles over the course of the current decade, as the incentive mechanisms will lapse at the end of it.
(4) The legal framework, itself based on the ‘Climate Law’, is binding upon all parties. It is not, however, all good news: there is a one-year derogation for manufacturers of limited series of vehicles. The unfair and even ridiculous ‘Ferrari’ amendment, as it is known, which was called for by the Council, is truly a political error of judgment: it sends out the ‘subliminal’ message that the wealthiest invariably enjoy favourable treatment.
(5) The players with the most skin in the game have not only not objected, but have actively got behind it. Most of them had already seen the writing on the wall well before the text was adopted. Senior figures in the automotive industry are therefore playing the game, but are calling for a faster roll-out of recharging points for alternative fuels (see EUROPE 13118/26), and rightly so, as this is a huge criterion for consumers. Obviously, more electricity needs to be available at an attractive price. The goal of the regulation is also to stimulate innovation in the zero-emissions technologies sector. Current efforts to produce more affordable batteries that could be fitted in entry-level vehicles on a massive scale would go on to help democratise the purchase of electric vehicles and bring down production costs.
(6) The Commission and the Parliament have widely publicised the project and the successful stages of the procedure. The institutions no longer even need to pay for awareness campaigns, as this has already been done for them, by all kinds of media sources and by word of mouth. In other words, everybody is talking about the end of the internal combustion engine.
To sum up: well played! It would be nice to see some other examples of this, most particularly for other means of transport – not just the ones with wheels …
Renaud Denuit