Page 48



Maja Bakran MARCICH

Deputy Director General, DG MOVE, European Commission

Is EU’s new clean mobility policy ambitious enough?


hile transport, environment and consumer groups have called the EU Clean Mobility Package “an ineffective regulation” that’s not going far enough, the European Commission has called it a “balanced package that allows everyone to contribute” and noted that it was developed based on “sound analysis and broad stakeholder involvement.” In an interview with Janani Krishnaswamy, Deputy Director General of European Commission’s DG MOVE Maja Bakran clarifies why the current proposal is a major leap forward in the right direction. Are the new targets ambitious enough? Can you elaborate how the European’s Commission’s new proposals will help accelerate the transition to lowand zero emission vehicles? The proposed 30 percent emission reduction target for passenger cars and vans is ambitious but realistic. It provides benefits for consumers, the environment and for employment. It will help member states meet their 2030 targets for non-ETS sectors – while it yields the cost-effective potential for emission reductions in road transport it also leaves space for further emission reductions from heavy-duty vehicles, which are forthcoming under the third Mobility Package in the first half of 2018. It also reflects positive impacts on consumer benefits and

www.governmentgazette.eu | 48

employment. Through setting requirements for the years of 2025 and 2030 we will ensure that the transition to lowemission mobility is being accelerated. China has just introduced mandatory zero- and lowemission vehicle quotas for manufacturers from 2019 on. In the US, California and nine other states have successfully established a regulatory instrument to enhance the uptake of zero- and lowemission vehicles. Why hasn’t the Commission fixed any quotas for carmakers to produce zero emission vehicles such as hybrids, electric cars and hydrogen vehicles? The EU legislation in this area has always been technologyneutral and will continue to be so in the future, also when it comes to supporting low- and zero-emission technologies. The Commission’s proposal for future CO2 emission performance standards does not include any technology-specific quotas or mandates, but it will act – in tandem with the Clean Vehicles Directive – as a major driver for the market uptake of electric vehicles, both BEVs and FCEVs. These proposals will help manufacturers to embrace innovation and supply lowemission vehicles to the market. Both proposals include targets both for 2025 and 2030. The 2025 intermediary target ensures that investments are already kick-started. The 2030 target

gives stability and long-term direction to keep up these investments. These targets help in pushing the lowemission mobility transition, in combination with other policy and financial support levers. Even with a rapid increase in zero- and low-emission vehicles

it is clear that conventionally fuelled vehicles will still make up an important part of the EU vehicle fleet in 2030. Why is there no system of penalties for exceeding the limits? How does the Commission intend to reduce the fleet of such conventionally fuelled vehicles?

Profile for Government Gazette

Government Gazette 2018: Vol 1  

Government Gazette 2018: Vol 1