ECG — 2023-07-14
News from ECG
On 11 July 2023, the European Commission published the Greening of Freight Package. The package contains a communication and legislative proposals on Weights and Dimensions and CountEmissions.
Below a summary of the key content of the proposals included in the package extracted from an analysis by IRU.
1. Weights and dimensions
ECG has been calling for harmonisation of loaded length of car transporters at EU level for many years. We are extremely happy that the European Commission has accepted our argument and included the following proposal in the package:
Vehicle logistics: a loaded length of 20.75 metres has been proposed with a maximum allowed overhang (0.5m in the front, 1.5m on the back).
While we regard this an excellent step forward, but there is much work to be done in the coming months to ensure that Member States in the Council and the European Parliament support this.
Additional items in the weights and dimensions proposal include:
Alternative fuel and zero-emission vehicles: weight derogations varying from 1 to 4 tonnes for rigid vehicles and combinations depending on the type. In addition, additional axle weight for zero-emission vehicles. Additional length is foreseen for zero-emission vehicles to accommodate technology. These derogations apply to goods vehicles, buses and coaches.
Cross-border operations with standard vehicle combinations: the gross vehicle weight (GVW) remains at 40 tonnes. However, an article has been proposed to allow a GVW of 44 tonnes until 1 January 2035 between Member States applying it for national operations, without prior consent. Afterwards, the 44 tonnes GVW for cross-border operations will only apply to zero-emission vehicles.
European Modular Concept (EMS): Cross-border operations are allowed between Member States having national rules on EMS. The operations will be allowed according to the lowest common denominator in terms of maximum length and GVW. Information will have to be made available about the network for these vehicles and connections will have to be made with neighbouring countries. A single window will be set up to apply for authorisations. Trials with EMS will be possible, including for cross-border operations, but limited to a period of five years.
Special cases: Member States will have the possibility to allow vehicles on their territory that do not comply with the weights and dimensions of Annex 1 for cross-border transports.
2. CountEmissions EU
The European Commission proposed a new Regulation establishing rules for the accounting of greenhouse gas (GHG) emissions of transport services. The aim of this proposal is to create a single and reliable methodology used to calculate GHG emissions. The proposal covers freight and passenger transport operations.
The proposal is very much welcome by ECG as in February 2023 we started a project with VDA and other European OEMs on harmonising emissions calculation and reporting from automotive supply chains. The CountEmissions EU initiative at EU level fits in with our harmonisation efforts on this topic.
Key elements of the CountEmissions EU are:
Voluntary approach: The proposed methodology is not mandatory for entities offering transport services in the EU. The Regulation only applies to those entities that decide or are already obliged to calculate and disclose information on GHG emissions of freight or passenger transport services that start or end in the EU.
Alignment with ISO standard 14083:2023: The proposed methodology is closely aligned with ISO standard 14083, a standard adopted and published in March this year. The standard is based on a well-to-wheel approach, which considers the energy consumed and the GHG emitted by a transport fuel throughout its entire lifecycle, from its production to distribution, supply, and consumption. It can also be used for calculating emissions from international transport operations, including those involving more than one transport mode.
Primary and secondary data: When calculating GHG emissions of a given transport service, entities must prioritise the collection of primary data. Primary data is obtained from a direct measurement or from a calculation based on a direct measurement. Secondary data can be also used; however, several conditions need to be met. Secondary data is data not collected by the primary user but rather from databases and published literature.
Output data: The proposed methodology’s output data will consist, as a minimum, of the total mass of carbon-dioxide equivalent (CO2e) per transport service. CO2e accounts for carbon dioxide and all other GHG emissions as well: methane, nitrous oxide, and others. In addition, at least one of the following data metrics must be met: for freight transport, mass CO2e per tonne-kilometre, or equivalent units, while for freight hub throughput, this is mass CO2e e per tonne or equivalent units. On the passenger transport side, this translates into mass CO2e per passenger-kilometre, or equivalent units, while for passenger hub throughput, this is mass CO2e per passenger, or equivalent units.
EU databases: The European Commission, together with the European Environmental Agency (EEA), must establish a core EU database of default GHG emission intensity values. This means that the database will collect default values; secondary data from a published source which is taken as default in case of lack of primary data or modelled data. Modelled data refers to data modelling based on primary data and/or GHG emission-relevant parameters of a transport or hub operation. In addition, the European Commission and the EEA will set up another central EU database of default greenhouse gas emissions factors. This database will collect data on the energy used to provide the final transport service.
Certification of calculation tools: External calculation tools on the market, provided by third parties, will need to undergo a certification process to comply with the requirements set out in the Regulation.