Page 14 - Commercial Vehicle Engineer - November 2018
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Europe’s  rst regulations
on carbon dioxide (CO2) emissions from trucks have been denounced as “excessively
aggressive” by truck manufacturers. Reacting to a European Parliament
vote this month, ACEA (Association des Constructeurs Européens d’Automobiles), an in uential Brussels-based association of vehicle manufacturers with a membership including Europe’s seven biggest truck- makers, claimed that far too little time
was being allowed for improvements
being demanded in truck fuel economy (and therefore CO2 emissions). Meeting
in Strasbourg this month, the European Parliament voted narrowly for even deeper cuts in CO2 emissions than had been proposed by the European Commission
six months ago. “These targets go over and above the proposal made by the European Commission last May, which was already
very challenging,” says ACEA secretary general Erik Jonnaert.
The original commission proposals called for a 15% CO2 cut between 2019 and 2025, and 30% by 2030, applicable to most two-axle (4x2) and three-axle (6x2) trucks over 16 tonnes GVW. The baseline is next year because this is when trucks’ CO2 data will be calculated for the  rst time with VECTO (Vehicle Energy Consumption Calculation Tool) computer simulation software. This 2019 data will become publicly available in 2020, published by the European Environment Agency.
Last month, after considering
the commission’s May proposals, the European Parliament’s committee on the environment, public health and food safety called for deeper cuts. Most of
the committee’s amendments were then adopted by the full European Parliament sitting in Strasbourg on 14 November.
At the heart of the new CO2 target
is a 35% cut for new trucks registered from 1 January 2030. A stepping-stone
to this is a 20% cut, taking effect on 1 January 2025. Emissions are measured in grams of CO2 per tonne-kilometre. This
is designed to take account of the greater productivity of bigger but thirstier trucks.
The precise CO2 target for each manufacturer is based on the sales- weighted average CO2 of all trucks sold annually by the manufacturer, compared with the 2019  gure. Manufacturers can earn credits or incur debts for over- or under-achievement along the way. But  nes for excess emissions are designed always to be greater than the cost of meeting the targets.
Advocates of these targets argue that they are not as unrealistically ambitious as their critics say, not least because planned amendments to the European

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