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Liste des publications du Think Tank du PE
https://www.europarl.europa.eu/thinktank
Critères de recherche utilisés pour générer la liste :
Tri Tri par date
Mot-clé "pollution automobile"
46 Résultat(s) trouvé(s)
Date de création : 19-02-2022Sustainable and smart mobility strategy
Type de publicationBriefing
Date 20-01-2021
Auteur PAPE Marketa
Domaine politique Transports
Mot-clé gaz à effet de serre | lutte contre la pollution | mobilité durable | politique commune des transports | politique de
l'environnement de l'UE | pollution automobile | pollution par les navires | qualité de l’air | réduction des émissions de
gaz | stratégie de l’UE | économie verte
Résumé Transport is the backbone of the EU economy, connecting people and businesses across various EU regions and
countries. The coronavirus pandemic has shown the impact of mobility restrictions on the free movement of people,
goods and services and, at the same time, confirmed the essential role of transport in safeguarding the functioning of
vital supply chains. However, transport also generates significant costs to society, in terms of greenhouse gas
emissions, environmental pollution, accidents, congestion and loss of biodiversity. EU ambitions to address these
negative impacts have increased over the years. In December 2019, the European Commission put forward the
European Green Deal that aims to make the EU carbon neutral by 2050. This goal was subsequently endorsed by the
European Parliament and EU Member States. To achieve climate neutrality, the EU transport sector has to cut its CO2
emissions by 90 %. This requirement is in stark contrast with the past trend: despite previously adopted measures,
transport is the only sector in which greenhouse gas emissions have kept growing. The Commission has therefore
proposed a strategy outlining how it wants to transform the EU transport sector and align it with the European Green
Deal, by making it green, digital and resilient. While transport stakeholders have welcomed parts of the strategy as
steps in the right direction, concerns about the text’s high ambitions and lack of concrete elements have been voiced.
The Commission is to start proposing the measures envisaged in 2021. It remains to be seen to what extent, with what
modifications and how fast they will be adopted and then implemented by EU Member States, shaping transport
transformation for the years to come.
Briefing EN
Transport CO2 emissions in focus
Type de publication En bref
Date 07-10-2020
Auteur CLAROS GIMENO Eulalia | PAPE Marketa
Domaine politique Environnement | Transports
Mot-clé changement climatique | gaz à effet de serre | pollution automobile | prévention de la pollution | qualité de l’air |
réduction des émissions de gaz | statistique de l'UE
Résumé To limit global warming in line with the Paris Agreement, Europe aims to become the world’s first climate-neutral
continent by 2050. To speed up this transition, the European Commission has proposed to raise the level of ambition,
and reduce the EU’s greenhouse gas emissions by 55 % by 2030. On 7 October, in its position on the proposed
European Climate Law, the European Parliament voted to raise the 2030 target to a 60 % reduction. This overview
shows how transport activities resulted in about 29 % of total EU CO2 emissions in 2018. The map below gives the
share of transport emissions (from fuel combustion, not including indirect emissions from electricity use) in the total
CO2 emissions of each Member State, and the volume contribution of different transport modes to the EU total. While
the volumes of total CO2 emissions have decreased in most Member States between 1990 and 2018, those resulting
from transport show increases, in some cases more than twofold.
En bref EN
Towards a revision of the Alternative Fuels Infrastructure Directive
Type de publicationBriefing
Date 14-07-2020
Auteur SOONE Jaan
Domaine politique Transports | Énergie
Mot-clé changement climatique | directive (UE) | infrastructure de transport | pollution automobile | qualité de l’air | ressource
énergétique | réduction des émissions de gaz
Résumé In the December 2019 European Green Deal communication, which aims to reboot the EU's efforts to tackle
challenges related to climate change and the environment, the European Commission proposed to review the
Alternative Fuels Infrastructure Directive. The Directive was adopted in 2014 to encourage the development of
alternative fuel filling stations and charging points in EU countries, and required Member States to put in place
development plans for alternative fuels infrastructure. However, according to a 2017 Commission evaluation, the plans
did not provide sufficient certainty for fully developing the alternative fuels infrastructure network, and development has
been uneven across the EU. Car-makers and alternative fuels producers, clean energy campaigners and the European
Parliament have called for the revision of the Directive, to ensure that sufficient infrastructure is in place in line with
efforts to reduce emissions in the transport sector and to help meet the climate and environment goals set out in the
Paris Agreement and the Green Deal. On 27 May 2020, in response to the coronavirus pandemic, the Commission
proposed the recovery plan for Europe in which it puts even greater focus on developing alternative fuel infrastructure,
electric vehicles, hydrogen technology and renewable energy, repeating its intention to review the 2014 Directive.
Briefing EN
19-02-2022 Source : © Union européenne, 2022 - PE 1Les politiques de l’Union - Au service des citoyens : Politique des transports
Type de publicationBriefing
Date 14-02-2020
Auteur PAPE Marketa
Domaine politique Transports
Mot-clé changement climatique | impact sur l'environnement | mobilité durable | politique commune des transports | pollution
automobile | réduction des émissions de gaz | économie collaborative | économie verte
Résumé Les transports font partie des secteurs stratégiques de l’économie européenne. Indispensables à la libre circulation, ils
permettent le transport de personnes et de marchandises sur de longues distances, au-delà des frontières et des
obstacles naturels, facilitant ainsi le quotidien des citoyens de l’Union. L’efficacité des systèmes de transport est la
pierre angulaire de l’intégration européenne, car ces derniers assurent le flux de biens entre les producteurs et les
constructeurs d’une part et les consommateurs d’autre part. Pour le bon fonctionnement du marché unique dans
toutes les régions, l’Union a besoin de réseaux de transports durables, efficaces et totalement interconnectés. Alors
que la demande de services de transports augmente, l’un des principaux enjeux consiste désormais à réduire les
émissions dues aux transports et de leurs effets néfastes sur la santé humaine et l’environnement. Les nouvelles
technologies, telles que la numérisation et la mobilité connectée et automatisée, offrent de nouvelles possibilités
d’améliorer la sûreté, la sécurité et l’efficacité des transports et de réduire les émissions, mais aussi de modifier les
conditions de travail dans le secteur et les compétences requises pour y travailler. Le développement de l’économie
collaborative (covoiturage et vélos en libre-service, par exemple) modifie le comportement des usagers et les schémas
de mobilité. La politique des transports de l’Union devrait permettre au secteur des transports de réduire
drastiquement ses émissions en utilisant de l’énergie plus propre en moindre quantité, en mettant en place des
infrastructures plus modernes et en réduisant son incidence sur l’environnement. La nouvelle présidente de la
Commission européenne, Ursula von der Leyen, veut passer rapidement à un transport numérique et sans carbone.
Cette transformation fera partie des grandes priorités du pacte vert pour l’Europe et des objectifs visant à «adapter
l’Europe à l’ère numérique». En 2020, la Commission proposera une «législation européenne sur le climat» dans
laquelle l’Union s’engage à devenir climatiquement neutre d’ici à 2050. Le Conseil européen a approuvé cet objectif et
le Parlement a déjà demandé à ce que des objectifs ambitieux et un budget correspondant soient fixés pour l’Union.
Des mesures concrètes pour atteindre cet objectif ambitieux doivent encore être définies, mais la création de
transports modernes, durables et décarbonés ne se fera pas sans changements radicaux.
Briefing DE, EN, FR
Multimédia Transport policy
Review of the Clean Vehicles Directive
Type de publicationBriefing
Date 30-08-2019
Auteur ERBACH Gregor
Domaine politique Adoption de la législation par le Parlement européen et le Conseil | Environnement | Transports | Énergie
Mot-clé changement climatique | gaz à effet de serre | parlement national | pollution automobile | procédure législative
ordinaire | proposition (UE) | protection de l'environnement | qualité de l’air | rendement énergétique | réduction des
émissions de gaz | technologie propre | transport routier | véhicule à moteur
Résumé In November 2017, the European Commission proposed a revision of Directive 2009/33/EC on the promotion of clean
and energy-efficient road transport vehicles (the Clean Vehicles Directive), after an evaluation showed that the
directive had yielded limited results. The proposed directive aims to promote clean mobility solutions in public
procurement tenders and thereby raise the demand for, and the further deployment of, clean vehicles. The proposal
provides a definition for clean light-duty vehicles based on a combined CO2 and air-pollutant emissions threshold; for
heavy-duty vehicles, it gives a definition based on alternative fuels. The proposal is in line with the European
Commission's energy union package, which plans action on the further decarbonisation of road transport in line with
the 2030 climate and energy targets. The proposal was referred to the European Parliament's Committee on
Environment, Public Health and Food Safety (ENVI). A trilogue agreement was reached on 11 February 2019. The
Parliament adopted the text in the April II 2019 plenary session and the Council on 13 June. The Directive was
published in the Official Journal on 12 July 2019. Member States must transpose it into national law by 2 August 2021.
Fourth edition. The ‘EU Legislation in Progress’ briefings are updated at key stages throughout the legislative
procedure.
Briefing EN
CO2 emission standards for heavy-duty vehicles
Type de publicationBriefing
Date 30-08-2019
Auteur ERBACH Gregor
Domaine politique Adoption de la législation par le Parlement européen et le Conseil | Environnement | Transports
Mot-clé accord international | accès à l'information de l'UE | automobile | droits d'émissions UE | lutte contre la pollution |
mécanique générale | pollution automobile | proposition (UE) | véhicule utilitaire | véhicule à moteur | élaboration du
droit de l'UE
Résumé In May 2018, the Commission proposed a regulation setting the first-ever CO2 emission performance standards for
new heavy-duty vehicles in the EU, as part of the third mobility package. It would require the average CO2 emissions
from new trucks in 2025 to be 15 % lower than in 2019. For 2030, the proposal sets an indicative reduction target of at
least 30 % compared to 2019. Special incentives are provided for zero- and low-emission vehicles. The proposed
regulation applies to four categories of large trucks, which together account for 65 %-70 % of CO2 emissions from
heavy-duty vehicles. The Commission proposes to review the legislation in 2022 in order to set a binding target for
2030, and to extend its application to smaller trucks, buses, coaches and trailers. In the European Parliament, the
proposal was referred to the Committee on Environment, Public Health and Food Safety, which adopted its report on
18 October 2018. Parliament voted on the report on 14 November. Trilogue negotiations were concluded on 18
February 2019 with an agreement that sets a legally binding 30 % reduction target for the average fleet emissions of
new trucks by 2030. The Parliament adopted it during the April II 2019 plenary session, and the Council on 13 June.
The Regulation was published in the Official Journal on 25 July and entered into force on 14 August 2019.
Briefing EN
19-02-2022 Source : © Union européenne, 2022 - PE 2CO2 standards for new cars and vans
Type de publicationBriefing
Date 28-05-2019
Auteur ERBACH Gregor
Domaine politique Adoption de la législation par le Parlement européen et le Conseil | Environnement | Transports
Mot-clé changement climatique | droit de l'UE | fraude | gaz à effet de serre | pollution automobile | procédure législative
ordinaire | proposition (UE) | protection de l'environnement | qualité de l’air | rendement énergétique | réduction des
émissions de gaz | technologie propre | transport routier | véhicule à moteur
Résumé In November 2017, the European Commission adopted a proposal for a regulation on reducing CO2 emissions from
new passenger cars and light commercial vehicles (vans). The proposed measures and targets are aligned with the
2030 climate and energy framework and with the energy union strategy, which envisages a reduction in transport
emissions and energy consumption. The Commission sets new targets for the EU fleetwide average CO2 emissions of
new passenger cars and vans. Average CO2 emissions from new passenger cars and vans registered in the EU would
have to be 15 % lower in 2025, and 30 % lower in 2030, compared to their respective limits in 2021. The proposal
includes a dedicated incentive mechanism for zero- and low-emission vehicles, in order to accelerate their market
uptake. Interinstitutional trilogue negotiations concluded in December with an agreement setting a 37.5 % CO2
reduction target for new cars by 2030, and a 31 % target for new vans. Parliament approved the agreed text on 27
March 2019. The regulation was published in the Official Journal on 25 April 2019. It entered into force on 15 May
2019 and will apply from 1 January 2020. Fourth edition. The ‘EU Legislation in Progress’ briefings are updated at key
stages throughout the legislative procedure.
Briefing EN
Combined transport directive review: Getting more goods off EU roads
Type de publicationBriefing
Date 15-04-2019
Auteur PAPE Marketa
Domaine politique Adoption de la législation par le Parlement européen et le Conseil | Industrie | Marché intérieur et union douanière |
Transports
Mot-clé gaz à effet de serre | lutte contre la pollution | mobilité durable | pollution automobile | proposition (UE) | qualité de l’air |
réduction des émissions de gaz | transport combiné | transport de marchandises | étude d'impact
Résumé The European Union's efforts to reduce the negative impacts of transport include promoting a shift from road freight
transport to lower-emission transport modes. This also includes combined transport operations, which consist of at
least one road leg for initial or final haulage and one non road leg, on rail or water. The 1992 Combined Transport
Directive set out measures that were meant to increase the competitiveness of combined transport against road-only
transport. In 2017, the Commission proposed to simplify the existing rules and make combined transport more
attractive by means of economic incentives. The European Parliament's Committee on Transport and Tourism adopted
its report in July 2018, and the Transport Council meeting of 3 December 2018 agreed a general approach. However,
as trilogue negotiations had not made progress on reaching a compromise, Parliament adopted a legislative resolution
at first reading on 27 March 2019, in advance of the European elections. Negotiations could restart in the new
parliamentary term. Fourth edition. The 'EU Legislation in Progress' briefings are updated at key stages throughout the
legislative procedure.
Briefing EN
Promotion des véhicules propres et économes en énergie
Type de publication En bref
Date 17-10-2018
Auteur ERBACH Gregor
Domaine politique Environnement
Mot-clé directive (UE) | pollution automobile | technologie propre | véhicule non polluant
Résumé En novembre 2017, la Commission a adopté une proposition législative en vue d’une directive révisée sur la promotion
de véhicules de transport routier propres et économes en énergie (directive sur les véhicules propres), dans le cadre
de son «Paquet Mobilité propre». Pendant la période de session d’octobre II 2018, le Parlement doit voter sur le
rapport de la commission de l’environnement, de la santé publique et de la sécurité alimentaire (ENVI), adopté le 10
octobre 2018.
En bref DE, EN, FR, IT, PL
19-02-2022 Source : © Union européenne, 2022 - PE 3Setting CO2 emission performance standards for new heavy-duty vehicles
Type de publication Briefing
Date 13-09-2018
Auteur VETTORAZZI STEFANO
Domaine politique Environnement
Mot-clé autobus | carburant | combustible | consommation d'énergie | gaz à effet de serre | lutte contre la pollution | pollution
automobile | proposition (UE) | réduction des émissions de gaz | véhicule gros porteur | véhicule utilitaire | étude
d'impact
Résumé This initial appraisal assesses the strengths and weaknesses of the European Commission's impact assessment
accompanying its proposal for a regulation setting CO2 emission performance standards for some categories of new
'rigid lorries' and 'tractors'. The proposal seeks to contribute to achieving the climate target set by the Paris Agreement,
adopted on 12 December 2015, i.e. 'holding the increase in the global average temperature to well below 2 °C above
pre-industrial levels and pursuing efforts to limit the temperature increase to 1.5 °C above pre-industrial levels'. In
addition, it intends to help Member States achieving the national greenhouse gas (GHG) emissions reduction targets in
the road transport sector for the period 2021-2030 set by the 'effort sharing' regulation proposed by the Commission.
The appraisal concludes that the impact assessment clearly defines the problems to be addressed, although in a
couple of cases only one option is considered (in addition to the baseline). In such cases, the Commission's approach
appears not to be entirely in line with the better regulation toolbox. The analysis carried out appears to be sound and
well evidenced, providing ample and detailed insight into the issues considered. The analysis of impacts focuses on
the economic and environmental dimension, consistently with the manner in which the problems have been defined.
Their quantitative assessment is based on three models which, according to the IA, have already been 'successfully'
used in previous impact assessment regarding transport, energy and climate policies, The IA appears to have
addressed all of the Regulatory Scrutiny Board's recommendations, and the legislative proposal seems to be
consistent with the analysis carried out in the IA.
Briefing EN
Motor vehicles: new approval and market surveillance rules
Type de publication Briefing
Date 05-07-2018
Auteur BOURGUIGNON Didier
Domaine politique Adoption de la législation par le Parlement européen et le Conseil | Marché intérieur et union douanière | Protection
des consommateurs
Mot-clé automobile | certification communautaire | droits d'émissions UE | essai | norme technique | pollution automobile |
surveillance du marché | véhicule à moteur | étude d'impact
Résumé The automotive industry is a major player in the European economy, accounting for 6.4% of gross domestic product
and 2.3 million jobs in the European Union (EU). In September 2015, the Volkswagen (VW) case highlighted
weaknesses in the implementation of type-approval rules for motor vehicles in the European Union, in particular as
regards standards on emissions of air pollutants and carbon dioxide. In 2016, as part of preparations from previous
years but also in response to the VW case, the European Commission proposed strengthening the type-approval
system for motor vehicles. Its goal is to ensure effective enforcement of rules (including through market surveillance),
to strengthen the quality and independence of technical tests and to introduce EU oversight on the type-approval
process. After completion of the legislative procedure, the final act was signed on 30 May 2018. The regulation will
apply from 1 September 2020.
Briefing EN
Post 2020 CO2 Emission Targets for Cars and Vans - The Right Level of Ambition?
Type de publication Étude
Date 16-04-2018
Auteur externe Mihael Mihov, Koen Rademakers
Domaine politique Adoption de la législation par le Parlement européen et le Conseil | Environnement
Mot-clé pollution automobile | réduction des émissions de gaz | véhicule utilitaire léger | véhicule électrique
Résumé This report summarises the presentations and discussions of the workshop on “Post 2020 CO2 Emission Targets for
Cars and Vans: The Right Level of Ambition?”, which was held on 27th March 2018.
The presentations highlighted the role of light duty vehicles in achieving emissions reductions, the proposed post-2020
targets and the increase in their efficiency, as well as the way forward for electric vehicles and the possible steps for
further improvement.
The workshop and this report have been commissioned by Policy Department A at the request of the Committee on
Environment, Public Health and Food Safety (ENVI) at the European Parliament.
Étude EN
19-02-2022 Source : © Union européenne, 2022 - PE 4Réception et surveillance du marché des véhicules
Type de publicationEn bref
Date 11-04-2018
Auteur BOURGUIGNON Didier
Domaine politique Marché intérieur et union douanière | Protection des consommateurs
Mot-clé automobile | autorisation de vente | certification communautaire | industrie automobile | marché unique | marquage CE
de conformité | norme technique | pollution automobile | proposition (UE) | surveillance du marché | véhicule à moteur |
équipement de véhicule
Résumé En 2016, à la suite de travaux réalisés les années précédentes, mais également en réponse à l’affaire Volkswagen
(VW), la Commission européenne a fait une proposition visant à renforcer la réception par type et la surveillance du
marché pour les véhicules à moteur. Les négociations en première lecture avec le Conseil ont débouché sur un
compromis, qui fera l'objet d'un vote en plénière lors de la session d’avril.
En bref ES, DE, EN, FR, IT, PL
Clean Vehicles Directive
Type de publicationBriefing
Date 22-03-2018
Auteur ZANDERSONE Laura
Domaine politique Environnement | Transports
Mot-clé Agence européenne pour l'environnement | changement climatique | gaz à effet de serre | impact sur l'environnement |
pollution automobile | proposition (UE) | protection de l'environnement | qualité de l’air | rendement énergétique |
réduction des émissions de gaz | technologie propre | transport routier | véhicule à moteur
Résumé This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact
assessment (IA) accompanying the above-mentioned proposal, adopted on 8 November 2017 and referred to the
Parliament's Committee on Environment, Public Health and Food Safety (ENVI). The proposal aims to increase the
market uptake of clean – low- and zero-emission — vehicles in the context of public procurement operations, thus
contributing to reduction of transport emissions, as well as stimulating competitiveness and growth in the transport
sector (explanatory memorandum of the proposal, p. 3).
Briefing EN
Plan d’action relatif à l’infrastructure pour carburants alternatifs
Type de publicationEn bref
Date 06-03-2018
Auteur WILSON Alex Benjamin
Domaine politique Énergie
Mot-clé combustible | gaz naturel | gaz à effet de serre | innovation | pollution automobile | réduction des émissions de gaz |
technologie propre | transport d'énergie | véhicule non polluant | véhicule électrique | énergie douce
Résumé Le 8 novembre 2017, la Commission européenne adoptait son paquet «mobilité propre» réunissant des propositions
législatives visant à accélérer la transition vers des véhicules à émissions faibles ou nulles, ainsi qu’une
communication présentant un plan d’action et des solutions d’investissement pour le déploiement transeuropéen
d’infrastructures pour les carburants alternatifs. La Commission présentera son plan d’action au Parlement européen
lors de la période de session de mars.
En bref ES, DE, EN, FR, IT, PL
New ways of financing transport infrastructure projects in Europe
Type de publication
Étude
Date01-03-2018
AuteurKRITIKOS Michail
Auteur externeEPRS, DG;
Domaine politiqueDéveloppement régional | Environnement | Transports
Mot-clédimension transfrontière | financement | fonds (UE) | gestion financière | investissement | partenariat public-privé |
pollution automobile | péage | réseau de transport | réseau transeuropéen | stratégie européenne pour la croissance |
véhicule électrique
Résumé This study assesses a range of mechanisms to finance transport infrastructure projects in cross-border regions, and
analyses the strategic role that European Groupings of Territorial Cohesion (EGTC) could play in the planning and
implementation of cross-border investments. Special attention is given to often neglected small-scale projects, whose
investment is up to €1 million. Building on an in-depth literature review, and supported by interviews with various
regional cooperation structures and an experts’ workshop, the study analyses the current situation regarding the
availability of financing tools for new technologies that enhance transport infrastructure in cross-border regions. It also
outlines sources of financial support that could meet investment needs and assesses technological challenges and
trends in the field of Intelligent Transport Systems, with a focus on regional interoperability. The study ends with
suggestions of policy options to facilitate and accelerate cross border transport infrastructure projects.
Étude EN
Annexe 1 EN
19-02-2022 Source : © Union européenne, 2022 - PE 5Review of CO2 emission standards for new cars and vans
Type de publication Briefing
Date 31-01-2018
Auteur KRAMER Esther
Domaine politique Environnement | Transports
Mot-clé accord international | accès à l'information de l'UE | automobile | droits d'émissions UE | lutte contre la pollution |
mécanique générale | pollution automobile | véhicule utilitaire | véhicule à moteur | étude d'impact
Résumé This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact
assessment (IA) accompanying the above proposal, adopted on 8 November 2017 and referred to European
Parliament's Committee on Environment, Public Health and Food Safety (ENVI). According to the IA, road transport
caused 22 % of all EU greenhouse gas (GHG) emissions in 2015, 73 % of which came from cars and vans (IA, p. 19).
The transport sector (except for aviation) is not covered by the EU's emissions trading system (ETS), adopted in 2005
in the context of international efforts to reduce GHG. Instead, the EU has put sector-specific legislation in place, in
particular to reduce carbon dioxide (CO2) emissions. When it became clear that a 1999 voluntary emissions reduction
agreement between the European Commission and the Association of European Automobile Manufacturers had not
delivered, the EU adopted two regulations on mandatory CO2 standards for all new passenger cars and vans, in 2009
and 2011 respectively. Both were amended in 2014 with new emissions targets. After the Paris Agreement, countries
such as China, the United States of America (USA) and Japan quickly began implementing ambitious policies for low-
carbon transport. To comply with the agreement, the EU included the proposal to amend the current legislation in the
European Commission's 2017 work programme. The review of the current regulations started in 2015, with publication
of the European Commission's extensive ex-post evaluation. It found the current regulations effective and more
efficient than expected, but also identified weaknesses. These included the measurement of emissions (test
procedures), the utility parameter (mass or footprint) and emissions from energy and vehicle production, currently not
covered (IA, pp. 15-16). As announced in its May 2017 communication, Europe on the Move, the Commission is
pursuing an integrated approach to address all factors and actors relevant for CO2 emissions, from environment to
industry (IA, p. 11). This proposal is therefore part of a comprehensive legislative package aiming to ensure 'clean,
competitive and connected mobility for all' (IA, pp. 11-12, 17) and is flanked by important initiatives such as the EU
action plan on alternative fuels infrastructure, revision of the Clean Vehicles Directive and the battery initiative.
Briefing EN
Common rules for certain types of combined transport of goods
Type de publication Briefing
Date 11-01-2018
Auteur TUOMINEN ULLA-MARI
Domaine politique Environnement | Transports
Mot-clé conséquence économique | directive CE | gaz à effet de serre | impact sur l'environnement | lutte contre la pollution |
mobilité durable | pollution automobile | qualité de l’air | réduction des émissions de gaz | simplification législative |
transport combiné | transport de marchandises | élaboration du droit de l'UE | étude d'impact
Résumé This note seeks to provide an initial analysis of the strengths and weaknesses of the European Commission's impact
assessment (IA) accompanying the above proposal, submitted on 8 November 2017 and referred to Parliament’s
Committee on Transport and Tourism. The proposal aims to amend Directive 92/106/EEC (Combined Transport
Directive, hereafter CTD) in order to improve its effectiveness and further enhance the shift towards intermodal
transport, in particular combined transport, as an alternative to road transport, through simpler use of the regulatory
regime and greater effectiveness of economic support measures. Intermodal transport largely uses modes of transport
– such as rail, inland waterways and maritime transport – that cause less negative externalities (emissions, noise and
accidents). While aiming at the specific target for modal shift defined in the European Commission's 2011 White Paper
on a Single European Transport Area, the proposal is expected to reduce the negative effects of transport activities
(IA, p. 39). The proposal, which is a REFIT initiative and part of the 2017 Commission work programme, aims at more
sustainable and efficient freight transport and is in line with the low-emission mobility strategy, the United Nations' 2030
Agenda on Sustainable Development and the Paris Agreement on climate change (IA, p. 39). The European
Parliament has supported multimodality and intermodality in transport in a number of resolutions.
Briefing EN
Pollution atmosphérique et sonore
Type de publication Fiches thématiques sur l’UE
Date 01-11-2017
Auteur OHLIGER Tina
Domaine politique Environnement | Santé publique
Mot-clé lutte contre la pollution | norme environnementale | ozone | polluant atmosphérique | pollution acoustique | pollution
automobile | pollution industrielle | qualité de l’air | réduction des émissions de gaz
Résumé La pollution atmosphérique nuit à notre santé et à notre environnement. Elle provient principalement de l’industrie, des
transports, de la production d’énergie et de l’agriculture. La stratégie européenne en matière de qualité de l’air entend
faire respecter intégralement la législation en vigueur d’ici 2020 tout en fixant des objectifs à long terme pour 2030. La
directive sur le bruit ambiant est destinée à cartographier le niveau sonore dans l’Union et à prendre les mesures
nécessaires pour ramener le bruit à un niveau acceptable. Un autre texte réglemente les émissions sonores d’origines
spécifiques.
Fiches thématiques sur ES, CS, DA, DE, ET, EL, EN, FR, HR, IT, LV, LT, HU, MT, NL, PL, PT, RO, SK, FI, SV
l’UE
19-02-2022 Source : © Union européenne, 2022 - PE 6Cities: Front line of climate action
Type de publicationBriefing
Date 05-10-2017
Auteur HALLEUX Vivienne
Domaine politique Développement régional | Environnement | Transports | Énergie
Mot-clé accord international | adaptation au changement climatique | biocarburant | consommation d'énergie | droits
d'émissions UE | Fonds de cohésion | habitat urbain | mobilité durable | mégalopole | politique en matière de
changement climatique | politique énergétique de l'UE | pollution automobile | État membre UE
Résumé Cities have a crucial role to play in addressing the climate change challenge and delivering on the ambitions of the
Paris Agreement. In the European Union (EU), where nearly three quarters of the population live in urban areas, many
cities are leading the way in this regard, taking action in three areas central to increasing energy efficiency and
reducing emissions – namely, buildings, energy supply, and transport – and acting as living laboratories of climate-
change-related innovation. The EU supports cities in their efforts by providing guidance, promoting experience-and
knowledge-sharing, fostering cooperation, and funding climate action. Climate-relevant initiatives are in place in
various policy fields, from transport to the environment, research and innovation, the most high profile being the
Covenant of Mayors for Climate and Energy, which currently counts some 7 600 signatories. A supportive framework is
essential to ensure city-level initiatives have enough resources and potential to effect meaningful change. Easing
access to climate funding and strengthening the role of cities in climate governance are among the main challenges
ahead, and the main demands of city associations. The latter issue is being examined by the European Parliament,
notably in relation to the proposal for a regulation on energy union governance. Two own-initiative reports exploring the
role cities play, first, in the implementation of the Paris Agreement, and, second, in the institutional framework of the
Union, are also under preparation.
Briefing DE, EN
Monitoring and reporting of CO2 emissions and fuel consumption of new heavy-duty vehicles
Type de publication Briefing
Date 26-09-2017
Auteur VETTORAZZI STEFANO
Domaine politique Environnement | Industrie | Transports
Mot-clé autobus | carburant | communication des données | consommation | droit de l'UE | gaz à effet de serre | politique en
matière de changement climatique | pollution automobile | réduction des émissions de gaz | surveillance de
l'environnement | véhicule utilitaire
Résumé The IA clearly defines the problems and the objectives of the proposed initiative, and relies on comprehensive and up
to date sources of information. Overall, the objectives appear to be relevant, measurable, and achievable; however,
some discrepancy seems to exist between the definition of the operational objective and the indicators suggested for
monitoring and evaluating the impacts of the proposed initiative. In addition, two of the suggested indicators could have
been better qualified, in order to make them operational. The IA lacks any precise quantification of the impacts of
monitoring and reporting over time on HDV CO2 emissions in the EU, although this weakness is acknowledged and
attributed to the lack of reliable methodology. The analysis of the impact on the competitiveness of SMEs appears to
be, in general, insufficiently developed or explained. The Commission consulted a broad range of stakeholders, whose
views are described and analysed extensively; however, at least two issues considered relevant by the large majority
of stakeholders, were not taken up and dealt with in the IA. The IA appears to have addressed most of the RSB
recommendations; however, the aspect regarding data sensitivity and the potential market-disruptive risks relating to
the monitoring and data collecting system seems still to be insufficiently illustrated and the arguments used lack any
supporting evidence. Finally, the IA seems to make a reasonable case for the preferred option, which is reflected in the
legislative proposal; however it is unclear why vehicles of categories O3 and O4 (i.e. trailers), included in the scope of
Article 2, are not covered by the IA.
Briefing EN
Clean Vehicles Directive
Type de publicationBriefing
Date 29-05-2017
Auteur THIRION ELODIE
Domaine politique Environnement | Transposition et mise en œuvre de la législation | Évaluation du droit et des mesures politiques dans
la pratique
Mot-clé application du droit de l'UE | consommation d'énergie | contrat public | Convention-cadre des Nations unies sur les
changements climatiques | directive CE | mobilité durable | politique de l'environnement de l'UE | pollution automobile |
qualité de l’air | réduction des émissions de gaz | transport routier | véhicule non polluant | véhicule à moteur
Résumé According to a recent evaluation of the Clean Vehicles Directive performed by the European Commission, the directive
seems to raise concerns about whether the incentives included in it actually reach their intended aim, notably to
increase the demand for and deployment of cleaner vehicles. Indeed, performing the evaluation was a complicated
task, due to the significant data gaps that were found. This was particularly true when evaluating the implementation of
the directive and its associated impacts, notably due to the lack of structural monitoring at EU or Member State level
and the limited amount of published research and stakeholder positions available. Yet, regardless of the insufficient
data, the directive appears to have had little impact with regard to incentivising a market uptake of clean vehicles and
has therefore had a very limited impact on reducing the greenhouse gas emissions and air pollutants emitted from
publicly procured vehicles. Ultimately, the Commission decided to revise rather than withdraw the directive, In this
review process, the Commission would ensure that some appropriate reporting requirements are included in the
directive. In addition, as there appear to be some barriers to the use of the monetisation methodology, the Commission
would be able to consider to further develop the information available on the Clean Vehicle Portal and to provide
contracting authorities with further guidance. Finally, the scope could be improved for making the directive more
effective and efficient.
Briefing EN
19-02-2022 Source : © Union européenne, 2022 - PE 7Véhicules à moteur: réception et surveillance du marché
Type de publicationEn bref
Date 29-03-2017
Auteur BOURGUIGNON Didier
Domaine politique Adoption de la législation par le Parlement européen et le Conseil | Environnement | Industrie | Transports
Mot-clé automobile | certification communautaire | marché du transport | norme technique | pollution automobile | sécurité
routière
Résumé En 2016, à la suite de travaux réalisés les années précédentes, mais également en réponse à l’affaire Volkswagen, la
Commission européenne a fait une proposition visant à renforcer la réception par type et la surveillance du marché
pour les véhicules à moteur. Le Parlement européen doit voter en première lecture sur la proposition au cours de la
plénière d’avril.
En bref ES, DE, EN, FR, IT, PL
Towards low-emission EU mobility
Type de publicationBriefing
Date 21-03-2017
Auteur PAPE Marketa
Domaine politique Transports
Mot-clé certification communautaire | gestion du matériel | impact sur l'environnement | mobilité durable | politique commune
des transports | pollution automobile | prévention de la pollution | réduction des émissions de gaz | système de
transport intelligent | transport aérien | transport de marchandises | transport de voyageurs | transport maritime |
transport routier
Résumé While EU transport systems provide the mobility European society needs, they also create severe environmental
pressures and are responsible for a quarter of EU greenhouse gas (GHG) emissions. Transport activity is expected to
grow still further and become the largest source of EU GHG emissions after 2030. Meanwhile, the EU has joined
global efforts to limit climate change and pledged to reduce its CO2 emissions significantly. In line with this
commitment, it has set out to transform itself into a low-carbon economy. This implies a systemic change towards low-
emission mobility, which in turn requires modern and clean transport without compromising European mobility and
competitiveness. The European Commission has put forward a comprehensive strategy for low-emission mobility to
accelerate the transformation, focusing on three main areas. Firstly, it seeks to improve transport-system efficiency by
employing digital technologies, smart road charging and promoting multimodality. Secondly, it encourages the
deployment of low-emission alternative energy for transport, such as electricity and advanced biofuels. And thirdly, it
outlines measures for moving towards zero-emission vehicles. In addition, several horizontal initiatives seek to provide
coherence between transport and other policy areas and create an environment enabling new digital technologies,
research and innovation, energy, investment, and skills. While reactions to the strategy have mainly been positive,
stakeholders also stressed the need for a technology-neutral approach, taking the whole emission cycle and the need
for a level playing field between transport modes into account.
Briefing EN
Emission Measurements - Legal Obligations
Type de publicationEn bref
Date 15-02-2017
Auteur OHLIGER Tina
Domaine politique Environnement | Transposition et mise en œuvre de la législation
Mot-clé automobile | essai | gaz de combustion | homologation | industrie automobile | norme environnementale | oxyde |
pollution automobile
Résumé This study looks at the discrepancy in NOx emissions between type-approval tests and real-world driving. It examines
the legal stakeholder obligations with regard to emission measurements in the European type-approval process and
offers insights into the practical implementation of type-approval procedures throughout the EU.
This study was provided by Policy Department A at the request of the Committee of Inquiry into Emission
Measurements in the Automotive Sector (EMIS).
En bref EN
Comparing EU and US Car Emissions Legislation
Type de publicationEn bref
Date 15-02-2017
Auteur OHLIGER Tina
Domaine politique Environnement | Évaluation du droit et des mesures politiques dans la pratique
Mot-clé droit comparé | droit de l'UE | droit national | essai | gaz de combustion | homologation | industrie automobile | norme
environnementale | pollution automobile | États-Unis
Résumé This study was commissioned by Policy Department A at the request of the committee of inquiry into emission
measurements in the automotive sector (EMIS). It provides a comparative study on the differences between the EU
and US legislation on emissions in the automotive sector, covering the emissions standards themselves; the systems
for their implementation and enforcement, including approval systems for vehicles; and the respective regimes for
prohibiting the use of defeat devices.
En bref EN
19-02-2022 Source : © Union européenne, 2022 - PE 8Policy Departments’ Monthly Highlights - January 2017
Type de publication En bref
Date 16-01-2017
Domaine politique Commerce international | Contrôle budgétaire | Culture | Environnement | Espace de liberté, de sécurité et de justice |
Éducation
Mot-clé bibliographie | commission d'enquête | commission PE | diffusion de l'information de l'UE | industrie automobile | lutte
contre la pollution | norme environnementale | pollution automobile | violation du droit de l'UE | États-Unis
Résumé The Monthly Highlights publication provides an overview, at a glance, of the on-going work of the policy departments,
including a selection of the latest and forthcoming publications, and a list of future events.
En bref EN
Enquête sur la mesure des émissions dans le secteur de l'automobile
Type de publication En bref
Date 06-09-2016
Auteur Niestadt Maria
Domaine politique Environnement | Industrie | Transports
Mot-clé droits d'émissions UE | entreprise multinationale | industrie automobile | pollution automobile | rapport | règlement CE |
résolution PE | violation du droit de l'UE | États-Unis
Résumé Depuis mars 2016, la commission d'enquête du Parlement européen sur la mesure des émissions dans le secteur de
l'automobile enquête sur les allégations d'infraction ou de mauvaise administration dans l'application du droit de
l'Union en ce qui concerne la mesure des émissions des véhicules. Le 13 juillet 2016, elle a adopté un rapport
intermédiaire qui fera l'objet d'un débat en plénière en septembre 2016.
En bref ES, DE, EN, FR, IT, PL
Study in Focus - Implementation: Ambient Air Quality
Type de publication En bref
Date 15-06-2016
Auteur OHLIGER Tina
Domaine politique Environnement
Mot-clé Bulgarie | Commission européenne | Italie | mobilité durable | moteur diesel | politique de l'environnement de l'UE |
polluant atmosphérique | pollution automobile | Pologne | procédure d'infraction (UE) | qualité de l'environnement |
qualité de l’air | risque sanitaire | Royaume-Uni | zone urbaine
Résumé Exposure to elevated air pollution levels has substantial negative impacts on human health and the environment. The
main pollutants are particulate matter (PM10, PM2.5), nitrogen dioxide (NO2) and ozone (O3). The Ambient Air
Quality Directive therefore sets limit and target values for the concentration of air pollutants. Thresholds for particulate
matter and nitrogen dioxide are exceeded in several Member States.
En bref EN
Obligations juridiques en ce qui concerne la mesure des émissions dans le secteur de l'automobile de
l'Union
Type de publication Étude
Date 15-06-2016
Auteur externe Holger HEINFELLNER, Clemens KONRAD, Günther LICHTBLAU, Barbara SCHODL, Gudrun STRANNER and Ralf
WINTER
Domaine politique Environnement | Transposition et mise en œuvre de la législation
Mot-clé automobile | formalité administrative | gaz de combustion | homologation | industrie automobile | moteur diesel |
métrologie | norme environnementale | pollution automobile | sanction (UE) | éthique des affaires
Résumé L'objet de cette étude est, d'une part, de décrire les obligations juridiques des différentes parties prenantes qui
participent au processus d'homologation, en particulier aux essais de mesure des émissions. L'étude présente, d'autre
part, un aperçu de la mise en oeuvre pratique de la procédure de réception UE par type dans l'ensemble de l'Union.
Étude EN
Résumé exécutif DE, FR
19-02-2022 Source : © Union européenne, 2022 - PE 9Lawsuits triggered by the Volkswagen emissions case
Type de publication Briefing
Date 30-05-2016
Auteur Niestadt Maria
Domaine politique Environnement | Protection des consommateurs | Transports
Mot-clé action civile | action en matière civile | aide judiciaire | fabrication industrielle | fraude | gaz de combustion |
indemnisation | industrie automobile | moteur diesel | organisation non gouvernementale | pollution automobile |
protection du consommateur | États-Unis
Résumé In September 2015, the United States Environmental Protection Agency claimed that Volkswagen had installed illegal
software on some of its diesel vehicles, to modify emissions of certain air pollutants. Subsequently, the company has
been the subject of legal action brought by consumers, investors, non-governmental organisations and government
agencies. In many cases, the plaintiffs have gathered their actions together into collective (or class action) complaints.
In the United States, complaints have been filed by law firms, government departments and even individual states
(including the US Justice Department and US Federal Trade Commission, as well as the states of Texas, New Mexico
and New Jersey). This briefing provides a non-exhaustive overview of the range of lawsuits under way, many of them
still in their initial stages. Several countries around the globe have opened more general investigations on whether car
manufacturers respect vehicle emission limits on the road, as opposed to under test conditions. Some other carmakers
are suspected also to have used software that manipulates emission levels, similar to that used by Volkswagen. In
April 2016, Volkswagen agreed in principle with the US authorities and US class action plaintiffs to buy back, or modify
or cancel the leases of affected vehicles. US consumers might also receive substantial compensation. Final details of
the settlement are expected in June 2016. No similar agreement has been reached in Europe.
Briefing EN
Road charges for private vehicles in the EU
Type de publication Briefing
Date 25-05-2016
Auteur PILLATH Susanne
Domaine politique Transports
Mot-clé appareil électronique | automobile | libre concurrence | marché unique | mobilité durable | monnaie électronique |
politique commune des transports | pollution automobile | péage | tarif routier | taxe à l'essieu | voie express | véhicule
gros porteur
Résumé Road charges are fees for the use of a particular road network or section of road. Since the 1990s, the focus of
European transport policy has shifted from the application of road pricing purely as a means to generate revenue
towards the use of charges as an instrument against pollution and congestion. Charging for road infrastructure is an
option to implement basic principles of EU policy such as the 'user-pays principle' or the 'polluter-pays principle'. It can
serve different functions such as financing, managing traffic flow or making all costs perceptible so as to influence the
behaviour of road users. As the transport of goods is linked with the functioning of the Single Market, the charging of
heavy goods vehicles is regulated at European level. In contrast, there is no regulation at European level on the road
charging of private vehicles, though Member States establishing such schemes are obliged to apply the basic
principles of the Treaties, in particular the principles of proportionality and of non-discrimination on grounds of
nationality. As a consequence of the regulation at national level, many different charging schemes are applied in the
EU. These vary, principally according to the way they are levied: distance-based schemes levied by means of tolls, or
time-based schemes, levied using vignettes. All schemes are associated with considerable levying costs.
Technological developments such as electronic charging can offer opportunities to reduce these costs. However, lack
of interoperability between the various systems generates additional costs and hindrances for European mobility.
Briefing EN
Véhicules à moteur: nouvelles règles en matière de réception et de surveillance du marché
Type de publication
Briefing
Date15-04-2016
AuteurCOLLOVA Claudio
Domaine politiqueMarché intérieur et union douanière | Transports | Évaluation de l''impact ex ante
Mot-cléautomobile | homologation | industrie automobile | marché unique | norme environnementale | polluant atmosphérique |
pollution automobile | surveillance du marché | élaboration du droit de l'UE | État membre UE | étude d'impact
Résumé Cette AI est le résultat d'un processus d'analyse et de consultation qui a démarré en 2010. Elle accompagne une
proposition que la Commission a présentée rapidement après l'affaire Volkswagen et les demandes formulées par le
Parlement dans sa résolution d'octobre 2015. L'AI contient des informations utiles; cependant, même en gardant à
l'esprit que les analyses d'impact ne doivent pas retarder indûment le processus législatif, il ressort d'une première
évaluation de la qualité de l'AI en question que la présentation de cette dernière ne facilite pas la réflexion des
colégislateurs. Le choix de publier l'AI en deux parties ne favorise pas une compréhension globale, malgré des efforts
sincères visant à montrer les liens entre l'une et l'autre. La définition du problème n'accorde qu'une attention limitée
aux conséquences sociales et environnementales. Les options sont présentées d'une telle manière qu'il est difficile de
faire la distinction entre les éléments essentiels et ceux qui ne le sont pas. En outre, comme la Commission le
reconnaît elle-même, l'évaluation monétaire des avantages n'est pas suffisamment solide et donne l'impression que
les estimations sont exactes alors qu'elles sont, en fait, très incertaines. Tous ces éléments nuisent, dans une certaine
mesure, à la qualité de l'AI. Enfin, les procédures internes visant à garantir la qualité ne paraissent pas pleinement
conformes aux principes relatifs à une meilleure réglementation, en ce sens que l'AI en question n'est accompagnée
que de l'avis initial, datant de 2014, du comité d'analyse d'impact. Cet avis concerne les mesures prévues alors et
aucune mise à jour ne couvre les éléments supplémentaires apportés par la suite dans la partie 2 de l'AI.
Briefing DE, EN, FR
19-02-2022 Source : © Union européenne, 2022 - PE 10Vous pouvez aussi lire
