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Betreff: Neuer Textvorschlag der Präsidentschaft | CO2 Emissionsnormen für
schwere Nutzfahrzeuge

Anlagen: ST-14874-2018-INIT-EN.pdf

Liebe Kolleginnen und Kollegen,

beigefügt finden Sie den bereits angekündigten neuen Textvorschlag der Präsidentschaft.
Wir melden uns in Kürze mit einem Weisungsentwurf für die AStV 1 Sitzung am Freitag hierzu.

Viele Grüße

Im Auftrag

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Council ofthe
European Union

Brussels, 5 December 2018
(OR. en)

14874118

Interinstitutional File:
2018/0143(COD) LIMITE

CLIMA 238
ENV 830
TRANS 591
MI 907
CODEC 2143

NOTE
From: General Secretariat of the Council

To:

Permanent Representatives Committee

No. prev. doc.: 14284/18
Subject: Preparation forthe Environment Council

Ve
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>

14874/18 PS/SH/iw

Proposal for a Regulation of the European Parliament and of the Council
setting CO2 emission performance standards for new heavy-duty vehicles

- General approach

INTRODUCTION

The Commission adopted its proposal on 17 May 2018. The proposed Regulation aims to set
CO; emission performance standards for new heavy-duty vehicles and thereby to help

Member States achieve their emission reduction targets under Regulation (EU) 2018/842 (the
"Effort Sharing Regulation"), which concerns emissions from sectors outside the scope of the

EU emissions trading system.

The proposed Regulation sets an overall CO; emission reduction target for the EU's fleet of
new heavy-duty vehicles of 15% from 2025 onwards compared to 2019 emission levels and
an aspirational reduction target of at least 30% from 2030 onwards. According to the
proposal, the final target from 2030 onwards will be confirmed pursuant to a review to be
carried out in 2022. It suggests furthermore that, as part of the review, the scope of the
standards should be extended to smaller trucks, buses, coaches and trailers. Vocational
vehicles, such as construction lorries, garbage lorries, and concrete mixers are exempted from

the CO: targets.

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TREELB LIMITE EN

3. To provide incentives for the development and deployment on the EU market of zero- and
low-emission vehicles (ZLEVs) that would not yet be subject to CO» emission targets under
the proposed Regulation, it proposes a system of "super credits" whereby such vehicles would
be counted as more than one vehicle when calculating the specific emissions of a
manufacturer. The super credits would be subject to pre-defined caps in order to avoid a

weakening of the environmental objectives of the Regulation.

4. _Inorder to promote cost-effective implementation, the proposal provides for banking and
borrowing of CO: credits. A financial penalty, in the form of an excess emissions premium, is
foreseen in case of non-compliance with the CO; targets. In addition, the proposal provides
for measures to ensure the availability of robust and representative data from manufacturers

on CO; emissions and fuel consumption.

5. _On9 October 2018, the Council (Environment) held a policy debate on two key issues of the

 

proposal: the proposed targets and the suggested incentive system for zero- and low-emission

vehicles.

6. The European Parliament voted its amendments to the Commission proposal in plenary on 14

November 2018 (with 373 votes in favour, 285 votes against, 16 abstentions).

7. The proposal has been discussed at a number of meetings of the Working Party on the
Environment, most recently on 29 November 2018. The Working Party has also examined the
impact assessment accompanying the proposal. The Presidency has so far presented two
compromise texts. In addition to an amendment in Article 1 clarifying the nature of the 2030
target, a reference to the introduction of long-term targets in the context of the review in 2022,
and a new empowerment for the Commission to assess the robustness of the reference CO2
emissions, most ofthe changes suggested by the Presidency so far have been of a technical

nature.

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H.

10.

11.

STATE OF PLAY

Discussions within the Council so far indicate that the key issues of the proposal are the

targets for 2025 and 2030, and the ZLEV incentive system.

Some delegations have supported the targets as proposed by the Commission. However, a
number of delegations have called for more ambition in this context, either by means ofa
higher aspirational target for 2030 (30% remaining the default level in case the higher target is
not confirmed in the context ofthe review) or by making it binding. A few delegations have

also been in favour of raising the proposed target for 2025.

There has been broad support for the need for an incentive system for the development and
deployment of ZLEVs but delegations have had differing views on the choice of mechanism.
A number of delegations have supported the super-credit system in principle but not
necessarily in the exact form proposed by the Commission. In particular, many delegations
have considered that buses and coaches should be excluded from the system. In addition,
several delegations have expressed interest in a recent suggestion by one delegation that the
super credits would be replaced after 2025 by a system of benchmarks for annual sales of
ZLEVsS.

Some delegations still maintain a general scrutiny reserve on the proposal.

Other issues raised during the discussions include in particular the following:

- Some delegations have argued that the calculation system for penalties should be
adjusted;

- A number of delegations have underlined the importance of consideration of longer and
heavier vehicle combinations in the proposal;

- Some delegations have expressed doubts as to the necessity of the change to reporting
based on a reporting period from 1 July to 30 June instead of reporting based on calendar

years.

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II.

12,

IV.

Er

MAIN ELEMENTS OF THE PRESIDENCY COMPROMISE PROPOSAL

Against this background, the Presidency has prepared a new compromise proposal, which is

set out in the Annex to this note, with a view to reaching a general approach at the Council on

 

20 December. The Presidency has maintained the changes suggested in the previous
compromise proposal but proposes some further amendments of a substantial nature as

follows!:
- _exclusion of buses and coaches from the credit system; and

-  foreseeing in the review the introduction from 2025 of a benchmark system based on

benchmarks for sales of zero- and low-emission heavy-duty vehicles.

CONCLUSIONS

The Permanent Representatives Committee is invited to:

-  examine the compromise text in the Annex; and

 

- forward it to the Council (Environment) for discussion at its meeting on 20 December

 

2018, with a view to reaching a general approach.

! In addition, some further changes of a legal/linguistic and/or technical nature have been made.

 

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ANNEX

Proposal for a
REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL

setting CO: emission performance standards for new heavy-duty vehicles and amending
Regulation (EC) No 595/2009

(Text with EEA relevance)

THE EUROPEAN PARLIAMENT AND THE COUNCIL OF THE EUROPEAN UNION,

Having regard to the Treaty on the Functioning of the European Union, and in particular Article
192(1) thereof,

Having regard to the proposal from the European Commission,

After transmission of the draft legislative act to the national parliaments,

Having regard to the opinion of the European Economic and Social Committee?,
Having regard to the opinion of the Committee of the Regions‘,

Acting in accordance with the ordinary legislative procedure,

Whereas:

(1) The Commission's Communication: "A European Strategy for Low-Emission Mobility"
sets a clear ambition: by mid-century, greenhouse gas emissions from transport will need
to be at least 60% lower than in 1990 and be firmly on the path towards zero. Emissions of

air pollutants from transport that harm our health need also to be drastically reduced

 

without delay.
ME.
2 OIU,.,De
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ANNEX TREE 1.B LIMITE EN

(2)

(3)

(4

Following that Communication, the Commission adopted two mobility packages in May’
and November 2017°. These packages set out a positive agenda also aimed at ensuring a

smooth transition towards clean, competitive and connected mobility for all.

This Regulation is part of the third mobility package of the Commission entitled "Europe
on the Move", which is a follow up to the Commission's Communication: "Investing in a
smart, innovative and sustainable Industry: A renewed EU Industrial Policy Strategy"°, and
is designed to complete the process of enabling the Union to reap the full benefits of the
modernisation and decarbonisation of mobility. The aim of this third mobility package is to
make European mobility safer and more accessible, European industry more competitive,
European jobs more secure, and the mobility system to be cleaner and better adapted to the
imperative of tackling climate change. This will require the full commitment of the Union,
Member States and stakeholders, not least in strengthening efforts to reduce CO2 emissions

and air pollution.

This Regulation provides, together with the CO; emission standards for passenger cars and
light commercial vehicles’, a clear pathway for CO; emissions reductions from the road
transport sector and contributes to the binding target of at least a 40% domestic reduction
in economy-wide greenhouse gas emissions by 2030 compared to 1990, as was endorsed in
the Conclusions ofthe European Couneil of 23-24 October 2014, and approved by the
Couneil on 6 March 2015 as the Union Intended Nationally Determined Contribution

under the Paris Agreement [...].

Europe on the Move: An agenda for a socially fair transition towards clean, competitive and
connected mobility for all, COM(2017) 283 final.

Delivering on low-emission mobility A European Union that protects the planet, empowers
its consumers and defends its industry and workers, COM(2017) 675 final.

Investing in a smart, innovative and sustainable Industry A renewed EU Industrial Policy
Strategy, COM(2017) 0479 final.

Regulation (EU) No .../... ofthe European Parliament and ofthe Council setting emission
performance standards for new passenger cars and for light commercial vehicles as part of
the Union’s integrated approach to reduce CO; emission from light duty vehicles and
amending Regulation (EC) No 715/2007, (OJ L, ...,..., P- ).

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ANNEX TREE 1.B LIMITE EN

65)

(6)

(7)

(8)

The European Council Conclusions of October 2014 endorsed a greenhouse gas emissions
reduction of 30% by 2030 compared to 2005 for the sectors that are not part ofthe Union’s
emissions trading system. Road transport provides a major contribution to the emissions of
those sectors and its emissions remain significantly above 1990 levels. If road transport
emissions would increase further, it will off-set reductions made by other sectors to combat

climate change.

The European Council Conclusions of October 2014 highlighted the importance of
reducing greenhouse gas emissions and risks related to fossil fuel dependency in the
transport sector through a comprehensive and technology neutral approach for the
promotion of emissions reduction and energy efficiency in transport, for electric

transportation and for renewable energy sources in transport also after 2020.

Energy efficiency contributing to moderation of demand is one of the five mutually-
reinforeing and closely interrelated dimensions set out in the Commission's
Communication on "The Energy Union Strategy"* which aims to give consumers in the
Union secure, sustainable, competitive and affordable energy. The Communication states
that, while all economic sectors must take steps to increase the efficiency of their energy

consumption, transport has a huge energy efficiency potential energy efficiency.

CO; emissions from heavy-duty vehicles, including lorries, buses and coaches, represent
around 6% of total CO, emissions in the Union and about 25% of total road transport CO:
emissions. Without further action taken, the share of emissions from heavy-duty vehicles is
expected to grow by around 9% between 2010 and 2030. Currently, Union law does not set

any CO; reduction requirements for heavy-duty vehicles.

Communication from the Commission to the European Parliament. the Council, the
European Economic and Social Committee, the Committee ofthe Regions and the European
Investment Bank: A Framework Strategy for a Resilient Energy Union with a Forward-

Looking Climate Change Policy (COM(2015) 80 final).

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9)

(10)

(1)

In order to fully realise the energy efficiency potential and ensure that the road transport
sector as a whole contributes to the greenhouse gas emission reductions agreed, it is
appropriate to complement the already existing CO» emission standards for new passenger
cars and light commercial vehicles by setting CO» emission performance standards for new
heavy-duty vehicles. These standards will be a driver for innovation in fuel-efficient
technologies, contributing to the strengthening of the technological leadership of the

Union’s manufacturers and suppliers.

Taking into account that climate change is a trans-boundary problem and the need to
safeguard a well-functioning single market both for road transport services as well as for
heavy-duty vehicles, it is appropriate to set CO2 emission standards for heavy-duty
vehicles at Union-level. Those standards should be [...] without prejudice to competition

law.

In defining the reduction levels that should be achieved by the Union’s fleet of heavy-duty
vehicles, account should be taken of the effectiveness of those reduction levels in
delivering a cost-effective contribution to reducing emissions of the sectors covered by
[...] Regulation [...] (EU) No 2018/842° by 2030, of the resulting costs and savings for
society, manufacturers, transport operators, consumers, as well as of their direct and
indirect implications for employment, innovation and co-benefits generated in terms of

reduced air pollution and improved energy security.

Regulation (EU) 2018/842 ofthe European Parliament and ofthe Council of 30 May 2018

on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030
contributing to climate action to meet commitments under the Paris Agreement and
amending Regulation (EU) No 525/2013, OJ L 156, 19.6.2018, p. 26-42.

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