Michael Healy-Rae (Kerry, Independent)
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200. To ask the Minister for Transport, Tourism and Sport if he will consider a series of matters in relation to diesel vehicles (details supplied); and if he will make a statement on the matter. [53956/21]

Eamon Ryan (Dublin Bay South, Green Party)
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The recently published Climate Action Plan clearly recognises that Ireland must significantly step up its commitments to tackle climate disruption. The transport sector, which accounts for almost 20% of Ireland's greenhouse emissions annually and which has a heavy reliance on fossil fuel usage, has an important role to play in this national decarbonisation effort.

The movement of goods by road is the second biggest source of transport emissions after private car use, and without significant policy intervention these types of emissions are predicted to rise.

Utilising the most efficient and lowest emitting vehicles is of course essential in limiting freight emissions. For this reason, Ireland is very supportive of the introduction of new EU Regulations that set maximum fleet emission averages for new HDVs. New vehicles must emit 15% and 30% less CO2 by 2025 and 2030 respectively relative to average emissions over the period July 2019 to June 2020. Similar legislation has proved to be a very effective approach in other jurisdictions (e.g. Japan, the USA and Canada) and has already been demonstrated to deliver marked emission reductions with cars/vans in Europe.

As well as making the vehicles more efficient, lower emitting fuels must be employed. Although the EURO VI standard for HDVs represents a considerable improvement over older and more polluting EURO standards, for climate and air quality reasons Ireland must begin to move beyond the use of fossil fuels. The recent Climate Action Plan sets a target of 3,500 low-emission trucks in the fleet by 2030, on the basis that the technology pathway for decarbonising HGVs is still developing and not as clear as it is for private cars. Policy supports for decarbonising the sector reflect this and are not technology-specific with a purchase grant, reduced tolls available to hydrogen, electric, and gas-powered vehicles alike.

For HGVs, where electrification is not likely in the short term, emissions reductions will be achieved in the interim through:

- Increasing the blend rate for biodiesel to 20% and bioethanol to 10% by 2030

- Developing robust supply chains, including sustainable sourcing of biofuel blends

- Supporting technological progress as viable vehicle/fuel alternatives come to market

- Promoting greater eco-practices within the HGV sector

- Examining the feasibility of developing logistics hubs near urban centres to consolidate and rationalise freight transport, taking account of safety and air quality benefits

- Supporting EU regulations that promote more stringent HGV vehicle emission standards

- Complying with the provision of EU mandatory alternative fuel infrastructure deployment targets

- From 2025, green hydrogen may offer a viable pathway for HGVs.

Our focus remains on delivering finite resources to removing our reliance on fossil fuels in the HGV sector and support the uptake of new lower emitting alternatives.