Cleaning up our act

Big news from Europe last week as the European Commission issued its draft legislation on CO2 emissions from heavy-duty trucks and buses. Big news because, if approved by the European Parliament and the Council of the EU, the far-reaching regulations will become the market standard for Europe and will drive the truck manufacturer’s strategy for the next 20 years.

The proposals set CO2 emissions reduction targets for the vehicle builders, based on a 2019 base. You’ll have seen reference to an overall target of a 45% reduction for 2030 (it’s currently 30%), a 65% target for 2035, and a 90% target for 2040. Scratch a bit deeper and you’ll find the regulation will come into force for trucks over 5 tonnes GVW (vans are lumped in with the car regulations) and the targets are slightly lower at 43% for 2030, 64% for 2035, and still 90% by 2040. Trailers are now in scope and have their own reduction targets, with a 15% CO2 reduction (relative to 2025) by 2030.

Manufacturers who produce zeroemission vehicles (and assuming there will

The Congestion Charge operates from 7am to 6pm Monday to Friday and noon to 6pm at weekends and bank holidays. There is no charge between Christmas Day and New Year’s Day. It covers central London roughly from Marylebone to the City of London and from Clerkenwell to Lambeth and applies to all vehicles except registered recovery trucks and costs £15 a day.

The TfL website helpfully points out: “Remember, the LEZ is not the same as the Congestion Charge and the ULEZ. If you drive within either of these charging zones you need to pay them even if you meet the LEZ standards or have already paid the LEZ daily charge.

“Heavy goods vehicles, vans and other specialist vehicles over 3.5 tonnes gross GVW that meet the new [sic] Euro-6 (NOx and PM) standards already in operation in the ULEZ will not have to pay an additional ULEZ charge.”

Got all that?

Don’t misunderstand – everyone wants cleaner air for a healthier London population and with the ClientEarth lawyers holding the government’s feet to the fire, tighter legislation to meet international air pollution is inevitable. But come on, let’s do this in a clear, sensible way that everyone can understand and hits the right targets rather than introducing piecemeal zones that only annoy and confuse.

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ISSN 0027-206 X be some type approval requirement to cover these) will be able to trade them with anyone, which could be good news for the small series start-ups as it may provide a new revenue stream for them.

So where does this leave the UK? Clearly, as we’re no longer part of the EU, UK sales won’t count towards the manufacturer targets. In the absence of UK legislation to back up the announced ‘end of sale’ dates for fossil-fuel-powered trucks, UK commercial vehicle operators and vehicle importers will no doubt be scratching their heads trying to work out how one of the biggest truck markets in the European region fits into the brave new world of decarbonised transportation.

Oh yes, and we’re still waiting for the announcement of when the ZERFD trials will be kicking off! You didn’t think I’d forgotten did you…?

Keep it clean.

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