EU countries agree to 30 percent cut in truck CO2 emissions

[kscarbel2]

Philip Blenkinsop, Reuters  /  December 20, 2018

Ministers from European Union countries agreed on Thursday to reduce carbon dioxide (CO2) emissions from trucks and buses by 30 percent by 2030, albeit with the potential to review this in 2022, the EU’s Austrian presidency said.

Environment ministers struck the deal, balancing the interests of Germany and the continent’s largest auto sector with other countries, such as Sweden, which pushed for a sharper cut.

The countries, collectively known as the Council, will still have to negotiate next year with the European Parliament, which envisages a tougher 2030 target of a 35 percent cut.

The government representatives also agreed on Thursday to an interim target of a 15 percent reduction by 2025, relative to 2019 levels. The parliament is pushing for 20 percent.

The EU currently has no limits on emissions from heavy-duty vehicles, unlike other countries such as the United States, China, Japan and Canada. Trucks account for almost one quarter of the bloc’s transport-related emissions.

Curbs on the transport sector, the only one in which emissions are still rising, aim to help the bloc meet its overall goal of reducing greenhouse gases by at least 40 percent below 1990 levels by 2030 under the Paris climate accord.

The EU agreed on Monday on targets for cutting emissions from cars and vans.

The European Automobile Manufacturers’ Association (ACEA) has lobbied for far lower reduction targets for trucks of 7 percent by 2025 and 16 percent by 2030.

ACEA has said that the potential for electrifying truck fleets is far lower than for cars and that it would only really work for short trips within cities, but not for long-haul transit.

Volkswagen’s truck brand MAN has warned the new CO2 limits could cost tens of thousands of jobs.

[kscarbel2]

Truck emissions rules get green light from EU capitals, tough talks loom

Sam Morgan, Euractive  /  December 20, 2018

EU environment ministers agreed on heavy-duty vehicle CO2 emission rules on Thursday (20 December), teeing up difficult talks with the European Parliament in January.

The EU has never regulated carbon dioxide emissions from heavy vehicles before but took a big step towards doing so at a meeting of environment ministers in Brussels yesterday.

Member state representatives agreed on a joint negotiating position and will now lock horns with MEPs and the European Commission behind closed doors in the new year.

As part of their agreement, the EU Council of Ministers decided to tweak the Commission’s initial proposal. Although sticking with the EU executive’s 15% and 30% reduction targets for 2025 and 2030, the Council decided to make the latter a binding benchmark. Only the 2025 target was binding until now.

In order to help tackle the transport sector’s problematic contribution to climate change, the EU’s heavy-duty vehicle fleets will have to make emission cuts compared to a baseline level to be taken next year.

Austrian sustainability minister Elisabeth Köstinger, whose nation’s chairing of the rotating EU presidency draws to a close this week, said that the rules will cut 54 million tonnes of CO2 in the next decade, “which corresponds to the total yearly CO2 emissions of Sweden”.

The Council acknowledged the risk of regulating trucks and buses for the first time by agreeing that the rules should be reviewed in 2022.

Not only could the ambition of the overall targets be altered at that time but the 2030 goal could also be downgraded to an indicative-only mark if progress is deemed insufficient.

The International Road Transport Union (IRU) welcomed the Council’s “sensible approach”. In a statement, it said “setting the target before knowing which technologies can meet this ambition is unrealistic”.

IRU added that the 30% target can only be met by using a “well-to-wheel (WTW) approach that takes into account the role of advanced renewable and synthetic liquid and gaseous fuels used in internal combustion engines”.

The association called on the EU to make sure that WTW is implemented during the 2022 revision. 

But the Council’s common position was given short shrift elsewhere, with the European Automobile Manufacturers’ Association (ACEA) voicing their concerns about the timeline and strictness of the overall targets.

ACEA boss Erik Jonnaert insisted that “what is possible for cars is often not an option for trucks”, citing this regulation’s light-vehicles equivalent, which was belatedly finalised by negotiators earlier this week.

Jonnaert also warned that the use of 2019 as a baseline does not give manufacturers an early enough indication of what targets they will have to work towards and added that refuelling points for alternatively-powered vehicles are still not sufficiently in place.

“Truck makers are willing to further cut carbon emissions but this should happen at a pace that is realistic, as it will not be possible with today’s technology alone,” Jonnaert said in a statement.

ACEA has lobbied for far lower reduction targets for trucks of 7% by 2025 and 16% by 2030. Its main argument is that the potential for electrifying truck fleets is far lower than for cars and that it would only really work for short trips within cities, but not for long-haul transit.

‘Supercredits’ to be scrapped in 2024

Green mobility NGO Transport & Environment also took issue with the Council’s work, saying it is an important step in agreeing the EU’s first-ever CO2 reduction targets for trucks but warning that it is not enough to live up to the EU’s Paris Agreement commitments.

“A majority of countries, including key truck manufacturing nations such us France, Sweden and the Netherlands, called for more ambition and incentives for zero and low-emission trucks but accepted this compromise to avoid a blocking minority led by Germany,” T&E said in a statement.

T&E also denounced the Council’s backing of a ‘super-credit’ system, whereby sales of zero-emission trucks are counted double towards meeting the CO2 targets. But it did acknowledge that ministers agreed to review it in 2024 and replace the system with sales targets for zero and low-emission as of 2025.

“T&E welcomes that supercredits will be deleted because they are an accounting trick,” it said, adding: “The sales target is also supported by big businesses including IKEA, Unilever, Carrefour and Nestlé, as well as logistics companies and hauliers, because it will expand the supply and bring down costs of these vehicles.”

Truck expert Stef Cornelis said “the upcoming [Romanian] Presidency should now move towards the European Parliament position and adopt higher CO2 targets and sales targets for zero-emission trucks”.

MEPs already agreed on their negotiating position in mid-November, signing off on a report penned by Greens lawmaker Bas Eickhout.

Parliament and Council on a collision course

Parliament went for reduction goals of 20% and 35%, as well as sales targets for zero and low-emissions vehicles (ZLEV) of 5% and 20% for 2025 and 2030, putting MEPs on a collision course with the Council and even the Commission.

MEPs initially wanted to exclude buses and coaches from the ZLEV targets but the amendment was struck down in a final vote. Ministers did manage to preclude them from their super-credit system though.

Eickhout told EURACTIV that he is “looking forward to the negotiations”, suggesting that more progressive member states held back during the Council horse-trading, in order to circumvent a blocking minority helmed by Germany.

After a short Christmas break, the file will be back on the table during trilateral talks penciled in for 8 January.

Given that the Parliament goes on unofficial recess in April due to the upcoming European elections, it could be a hard ask for the regulation to be done and dusted under the Romanian Presidency.

[james j neiweem]

The trees won't like this. I guess they will start regulating CO2 from humans next.

[kscarbel2]

On 12/21/2018 at 10:58 AM, james j neiweem said:

The trees won't like this. I guess they will start regulating CO2 from humans next.

Truly sustainable solution to transporting cattle

Scania Group Press Release  /  April 1, 2015

Lateral thinking on the subject of transporting livestock has inspired Scania to make use of energy from a surprising source – the cattle themselves.

Tens of millions of head of cattle are transported by road every day, requiring the consumption of many millions of litres of fossil fuel.

But what if the methane that the animals produce while on the road could be captured and used to power the vehicles used to transport them?

Scania has taken this intriguing idea and used it to produce its new Mobile Gas Generation (MGG) system, a breakthrough technology that uses the methane generated in livestock transport to power Scania gas engines. “While it’s not viable for all forms of road transport, this technology could make a significant contribution to reducing greenhouse gas emissions,” says Björn Dung, Head of Powertrain Development at Scania.

Huge potential

Scania sees huge potential for using the methane (CH4) generated by human activity to fuel its wide range of gas-powered engines. It is estimated that each cow annually releases between 70 and 120 kilograms of methane. According the climate experts, agriculture is responsible for 18 percent of the total release of greenhouse gases worldwide, more than the entire transport sector.

Scania took these facts to heart and following extensive testing has developed the technology to capture methane and use it in its proven gas engine. The engine has through smart, but surprisingly simple, measures been adapted for using excess methane as fuel. The methane generated by the MGG system is stored in rooftop tanks and from here it is filtered through an intricate piping system and fed directly into the Otto gas engine’s injection system.

Results from trials suggest an energy efficiency of 49 percent, which is well in line with normal natural and biogas operations.

Safe for livestock

The specially designed livestock trailer used with the MGG technology has a closed ventilation system, with an exhaust system channelling methane to the tanks on the trailer roof. Unlike present-day livestock trailers, the space is insulated and wholly sealed. Large windows provide an adequately light and airy environment for the cattle.

A ventilation system ensures continuous air circulation and the intake of fresh air. “Initially, there were concerns over animal welfare, but these have been fully addressed,” says Dung.

Scania is increasingly seeking more sustainable solutions in transport and is presently piloting biogas-fuelled buses in Brazil and Colombia. In Brazil, the biogas is generated using farmland manure, making good use of waste products.

European pilot study

The MGG concept will initially be piloted in two, as yet to determined, European countries. Following a full-scale assessment, Scania is confident that this new product will be adopted by the livestock industry.

.

[mrsmackpaul]

Well that's amazing 

Interesting enough to me(maybe not to anyone else though)

Studies have shown just like cholesterol has a good and a bad type so does methane produced by live stock

Cattle fed soley on pasture grazing produce the good methane were as cattle that are on high input grain fed diets produce the bad methanes

This is believed to be because of the natrual microbes and enzymes in the soils the cattle eat when grazing

Dunno how true any of this is but none the less interesting to this farmer

Paul 

[Maxidyne]

Good points there, here in rural Minnesota I'm hearing a lot of talk that grass fed beef is both more nutritious and better for the environment.

[Mack Technician]

On 12/23/2018 at 1:24 PM, mrsmackpaul said:

Well that's amazing 

Interesting enough to me(maybe not to anyone else though)

Studies have shown just like cholesterol has a good and a bad type so does methane produced by live stock

Cattle fed soley on pasture grazing produce the good methane were as cattle that are on high input grain fed diets produce the bad methanes

This is believed to be because of the natrual microbes and enzymes in the soils the cattle eat when grazing

Dunno how true any of this is but none the less interesting to this farmer

Paul 

I’d believe that. Was watching a study on real, market legal, Parmigiana Reggiano cheese. Can only be made in one spot on earth by cows that are grass fed. Reason being the enzymes and bacteria digested from the earth in Northcentral Italy which remain a live culture the unpasteurized milk they use. 

[Hayseed]

On 12/23/2018 at 7:19 AM, kscarbel2 said:

Björn Dung, Head of Powertrain Development at Scania.

I had a good laugh at this Guys Surname... Very ironic...

[kscarbel2]

9 hours ago, Hayseed said:

I had a good laugh at this Guys Surname... Very ironic...

You're the first person to note that......and the date.

Separately, the death of the 7-year-old boy in the truck accident outside Toowoomba is very sad.

[kscarbel2]

European Truckmakers Fight New EU Emissions Regulations

David Cullen, Heavy Duty Trucking (HDT)  /  February 20, 2019

Member states of the European Union and the EU Parliament reached a tentative deal on February 19 to establish tight carbon-dioxide emission limits for heavy-duty commercial vehicles. The two-tiered compromise agreement still needs to be endorsed by member states and the European Parliament, but those actions are regarded as formalities.

The rules will require that between 2025 and 2029 new trucks must emit on average 15% less CO2, compared to 2019 truck emission levels. Then starting in 2030, they will be required to emit on average 30% less CO2 than in 2019.

“Those targets are binding, and truck manufacturers which do not comply will have to pay a financial penalty in the form of an excess emissions premium,” the EU stated in a press release. On the other hand, making the new rule something of a carrot-and-stick deal, the EU also said it was “strengthening” incentives for OEMs to build low- and zero-emission trucks.

In addition, the EU has established “specific measures” to ensure “robust and reliable data” on emissions, which will be obtained through onboard devices that “monitor the actual fuel and energy consumption of heavy-duty vehicles.”

In December, the EU placed such CO2 standards on cars and light vans. The truck limits are another step in the 28-nation bloc’s stated plan to fight global warming by slashing greenhouse gas emissions to a “net zero” level by 2050.  

An EU statement described the deal as “a further stepping stone for modernizing he European mobility sector and preparing it for climate neutrality in the second half of the century.”

“With the first-ever EU emission standards for trucks agreed, we are completing the legal framework to reach the European target of cutting greenhouse gas emissions by at least 40% by 2030,” commented EU Commissioner for Climate Action and Energy Miguel Arias Cañete. “The new targets and incentives will help tackle emissions, as well as bring fuel savings to transport operators and cleaner air for all Europeans. For the EU industry, this is an opportunity to embrace innovation towards zero-emission mobility and further strengthen its global leadership in clean vehicles.”

No sooner than the rules were announced, the European Automobile Manufacturers’ Association (ACEA) declared that it was “most particularly concerned about the highly ambitious CO2 reduction targets” set for trucks. “These targets are highly demanding, especially as their implementation does not depend solely on the commercial vehicle industry, and the baseline for the targets is still unknown.” The truck OEM members of ACEA are DAF Trucks, Daimler Trucks, Iveco, MAN Truck & Bus, Scania, Volkswagen Commercial Vehicles, and Volvo Group.

ACEA’s main concern is a lack of infrastructure to fuel or charge the alternatively powered trucks that may need to be built to meet the CO2 limits. To that point, the association stated that "data shows that currently there is no public charging or refueling infrastructure suitable for electric or hydrogen trucks whatsoever. Even in the case of truck-specific filling stations for natural gas (CNG and LNG), availability remains very low and patchy across Europe.”

In addition, ACEA argues that the need for the 28 EU member states “to implement an EU-wide infrastructure action plan is all the more urgent in light of the mandatory sales quotas for zero-emission trucks that the EU institutions have agreed to introduce from 2025 onwards.”

“We can now only call upon [EU] member states to urgently step up their efforts to roll out the infrastructure required for charging and refuelling the alternatively powered trucks which will need to be sold en masse if these targets are to be met,” said ACEA Secretary General Erik Jonnaert in a statement.

Jonnaert added that truck operators cannot be expected to ““suddenly start buying electric or other alternatively powered trucks if there is no business case for them and it is not possible to easily charge the vehicles along all major EU motorways. Policy makers must act to ensure that the zero-emission trucks that manufacturers will be mandated to produce can actually be bought and operated by our customers.”

[kscarbel2]