Reducing CO 2 from transport: What is happening in Europe? Vicenç Pedret Cuscó European Commission Transunion Brussels, 3 November 2011.

Reducing CO2 from transport:

What is happening in Europe?

Vicenç Pedret CuscóEuropean Commission

TransunionBrussels, 3 November

2011

Transport GHG emissions between 1990 and 2006

Transport sector

Emission from transport accounts for 19%-24% of overall EU GHG

Emissions increased of + 1.9% per year corresponding to + 35.8%

Road transport only

Emission from road transport accounts from 71% of overall transport GHG

Emissions increased of + 1.6% per year meaning two thirds of the increase in emissions from the transport sector

Source: EEA

Road trasport

The share of emissions among road transport modes is:

Passenger cars account for about 70%

Light commercial vehicles (vans) account for about 10%

Heavy duty vehicles (trucks) account for about 30%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

year 1995 2000 2005 2010 2015

Year

CO

2 (M

t)

bus and coachheavy duty vehiclelight duty vehiclemotorcyclemopedmedium/big carsmall car

EU27 Reference Scenario

0

50

100

150

200

250

300

1990 2010 2030 2050

Ind

ex

(1

99

0=

10

0)

GDP

Freighttransport

Passengertransport

Population

Source: PRIMES modeling for EC’s Impact Assessments

Developments in EU transport GHG emissions

Decomposition of Transport CO2 Emissions

0.61%

1.98%

1.29%

1.85%

0.25%

0.85%

-0.66%-0.71%

-0.29%

-1.0%

-0.5%

0.0%

0.5%

1.0%

1.5%

2.0%

1990 >> 2000 2000 >> 2010

aver

age

annu

al %

cha

nge

CO2 Activity Modal Choice Energy Intensity Carbon Intensity

Transport CO2 Emissions - Decomposition

-6%

-5%

-4%

-3%

-2%

-1%

0%

1%

2%

2010>2030 2030>2050 2010>2030 2030>2050

aver

age

an

nu

al p

erce

nt

chan

ge

CO2 emissions

Activity

Modal Share

Energy Efficiency

Fuel Choice

reference decarbonisation

Transport CO2 emissions decomposition

Source: PRIMES modeling for EC’s Impact Assessments

European CO2 strategy on road transport

COM(95)689

Pillar 1:

volontary agreements with car manufacturers in 1998/9 to reach 140 g/km within 10

year failed. Regulation (EC) 443/2009 now sets a target of 130 g/km by 2015

and 95 g/km by 2020.

Pillar 2:

Taxation of vehicles proportional to emission. Commissione proposal

COM(2005)261 stopped ad the council since 2005 as unanimity is required.

Pillar 3:

Consumer Information (Labelling Directive 1999/94)

Historical fleet CO2 emissions performance andcurrent or proposed standards

New car CO2 emissions/km

Limit value curve in Regulation 443/2009

Limit value curve in Regulation 443/2009

100

150

200

250

300

1000 1100 1200 1300 1400 1500 1600 1700

average mass [kg]

ave

rag

e C

O2

[g/k

m]

Fiat

Porschet

Subaru

Suzuki

DaimlerChrysler

BMWMitsubishi

Ford

Mazda

Hyundai

Volkswagen

Nissan

PSA Renault

Toyota

GM

2006 trendline

average mass

Honda

160

Limit value curve

Regulation on cars and vans: current status

At present the Commission is:

Defining the implementing rules for the Regulation, in particular the

content and evaluation procedure for derogations and eco-innovation

Discussing with the Council and Parliament on the features of the Vans

proposal

Derogation: small volume manufacturers can apply for an ad-hoc target

considering their market segment and potential for reduction

Eco-innovations: technologies not captured by the CO2 measurement

procedure for cars can receive credits. Applications for each technology

to be evaluated by the Commission.

Vans: the proposal, as finally approved, has the same features of the Cars

proposal with a target of 175 g/km in 2017 and 147 g/km in 2020.

Heavy Duty Vehicles state of play

28% of all road sources

5% of total EU GHG emissions

Bigger than international shipping and aviation

Continues to grow

Rising interest by policy makers in US and Japan

Interest by the EU industry in establishing a global fuel

efficiency certification method

Heavy Duty Vehicles activities in the EU

Gathering information

Launched a contract finishing in early 2011 gathering data on

HDV market structure and explore technology & policy options

Certification method

Currently there is no standard way to assess the emission of

HDV for whole truck. Engine emission only are measured

neglecting the emissions due to aerodynamic drug and rolling

resistance.

Launched a contract finishing in early 2012 for proposing and

testing a method to measure CO2 emissions of whole tracks,

single tractors and trailers.

Pillar 3 - Labelling Directive 1999/94/EC

The purpose of the Directive is “to ensure that information relating to the fuel economy and CO2 emissions of new

passenger cars offered for sale or lease in the Community is made available to consumers in

order to enable consumers to make an informed choice.”

The Directive contains four different provisions.

A poster or display, showing the fuel consumption data and CO2 emissions of all car

models displayed at a point of sale

A label displayed near each passenger car model at the point of sale

A guide on fuel economy and CO2 emissions

All promotional literature has to contain fuel consumption and specific CO2 emissions

data of the car models to which it refers (i.e. all printed matter including technical

manuals, brochures, advertisements in newspapers, magazines and trade press

and posters)

Pillar 3 - Labelling Directive 1999/94/EC

Confusing information is prohibited

Member States shall :

ensure information on CO2 and fuel consumption is available

co-operate with car manufacturers

report on the effectiveness of the Directive

SIDESKIRTS

MOBILE SPOILER(inflatable solution) to close the GAP cab-semitrailerIn combination with a dedicated surface on the semitrailer

Chassis REAR CLOSURE

(stylistic add-on with new lights)

OptimizedA-pillar cover

Optimized fix dam

No sun visor and no trap door on the roof

Tractor Aerodynamics

Complete SIDESKIRTSwith AIR INTAKE

Optimized FLOOR to guide the flow

Adaptor for cab inflatable spoiler

REAR MOBILE SPOILER(inflatable solution)

REAR DIFFUSER

Trailer Aerodynamics Requires changes of legal requirements

Semi-Trailer Aerodynamics

Transport volume

No specific EU policy objective on traffic volume.

Actions mainly at Member State level

May be mainly driven by other local concerns such as noise, air quality, landscape, e.g:

Low emissions zones – see www.lowemissionzones.eu

Sectoral lorry ban – Austria http://www.tirol.gv.at/themen/umwelt/luft/nachtfahrverbot/

Congestion charges – London, Stockholm

Promotion of alternatives to road freight Rolling road

Incentive programmes eg “Marco Polo” http://ec.europa.eu/transport/marcopolo/

Economic Instruments

Internalisation of external costs an EU policy objective. Eurovignette sets framework for HDV road user charges.

Latest revision permits some charging of external costs

Road user charges in Member States German HDV charges on main road network Plans for HDV charges on main road network in France Netherlands abandoned intended road charging system Toll motorways in many countries

Congestion charging Introduced in London and Stockholm Approx 15% reduction in traffic Public support

Conclusions

Wide range of policies enacted by EU to manage transport GHG emissions.

Most recently implemented so too early to draw conclusions on their impact.

Most analysis suggests further policy action needed to reduce emissions in line with EU goals.

Further work underway in a number of areas e.g. shipping and HDV.

Grazie per la vostra attenzione

http://ec.europa.eu/environment/air/transport/co2/co2_home.htm