C 349/140
EN
Official Journal of the European Union
29.9.2023
— accelerating the shift to a more sustainable transport system, based on multimodality and where a substantial part of the 75 % of inland freight carried today by road will shift to rail and inland waterways; — improving the resilience of the EU economy to shocks, large- scale disruptions in supply chains, and constraints in the access to resources.
For example, where fossil energy is used as a weapon by certain countries, and the fact that raw materials for BEVs are sourced and processed from just a few non-EU countries.
4.10.
This requires the following:
4.10.1.
A CO2 emission reduction trajectory in line with the capacity of the industrial sector to transform, and compatible with transport operators in terms of costs and operational efficiency.
The proposed targets must be compatible with the time needed to convert existing production facilities and build new ones, to roll out charging infrastructure, to secure supply of key components and raw materials, to create lead markets and to train the workforce.
4.10.2.
A pace of decarbonisation (for the fleet) that is consistent with the implementation of the EU Green Deal Industrial Plan and the important projects of common European interest (IPCEI), and that will contribute in developing key supply chains for the sector in Europe, such as clean hydrogen, batteries and microelectronics.
The emission trajectory must also be in line with the European Green Deal objectives, as well as the EU sustainable and smart mobility strategy. 4.11.
As expressed in previous opinions, the EESC deems an enhanced coordination among environmental legislations targeting road transport crucial for successfully transforming the industry (such as Euro 7, AFIR and Eurovignette) (20), while calling for a coherent legislative approach. 4.12.
In line with its previous opinions (21), the EESC notes that despite all the benefits of electric and hydrogen powertrains, the proposed regulation based on the ‘tailpipe’ approach needs to be complemented by other policy instruments to incentivise the use of renewable, non-fossil fuels for the part of the fleet running on ICE.
The Fit for 55 package must ensure a life-cycle approach and avoid road transport decarbonisation leading to a shift of emissions upstream in the value chain.
The EU Emissions Trading System revision, as well as the Renewable Energy Directive (22), must ensure that the decarbonisation of road transport and of energy production happen at a compatible pace. 4.13.
In the transformation, the European Union must ensure a fair competition for European Original Equipment Manufacturers (OEMs) and transport operators in domestic and international markets. 4.14.
The EESC also stresses the need to provide capacity-building and support hauliers and operators — especially SMEs — to comply with the reporting obligations implemented by the regulation, including the proposed central register for data on HDVs. 4.15.
Regarding urban buses, the EESC underscores the need to exempt buses also used for interurban transport from the specific zero-emission requirement for urban buses.
(20)
(21)
(22)
Opinion of the European Economic and Social Committee on the proposal for a Regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009 (COM(2022) 586 final — 2022/0365(COD)) (OJ C 228, 29.6.2023, p. 103), Opinion of the European Economic and Social Committee on the EU mobility strategy and EU industrial value chains: automotive eco-systems approach (own-initiative opinion) (OJ C 105, 4.3.2022, p. 26) and Opinion of the European Economic and Social Committee on the ‘Proposal for a Directive of the European Parliament and of the Council amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructures’ (COM(2017) 275 final — 2017/0114 (COD)) and on the ‘Proposal for a Council Directive amending Directive 1999/62/EC on the charging of heavy goods vehicles for the use of certain infrastructures, as regards certain provisions on vehicle taxation’ (COM(2017) 276 final — 2017/0115 (CNS)) (OJ C 81, 2.3.2018, p. 188).
Opinion of the European Economic and Social Committee on the ‘Proposal for a Regulation of the European Parliament and the Council on setting emission performance standards for new passenger cars and for new light commercial vehicles as part of the Union’s integrated approach to reduce CO2 emissions from light-duty vehicles and amending Regulation (EC) No 715/2007’ (COM(2017) 676 final — 2017/0293 (COD)) (OJ C 227, 28.6.2018, p. 52) and Opinion of the European Economic and Social Committee on 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 (COM(2021) 556 final — 2021/0197(COD)) (OJ C 194, 12.5.2022, p. 81).
Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328, 21.12.2018, p. 82).