Draft revision of the CO2 Ordinance, Articles 2, 17-37, 130, 134-135, 146d and Annexes 4, 4a and 5; 8 pages; available in German, French and Italian
Since 2012, the CO2 act and ordinance stipulate that CO2 emissions of new passenger cars be reduced to 130 g/km, covering the entire new fleet by 2015. On September 30th 2016, the Swiss parliament adopted a partial revision of the CO2 act aiming at reducing further the emissions of new cars to 95 g/km and introducing a target for light commercial vehicles of 147 g/km by 2020. The proposed total revision of the CO2 ordinance details the implementation of the corresponding articles of the CO2 act. The ordinance follows closely the corresponding consolidated EU Regulations (EC) No 443/2009 and (EU) No 510/2011 with minor changes where it was unavoidable. The main differences are (1) that the importer of a car and not the manufacturer is responsible for target compliance and (2) a differentiation is made between large-scale importers (>= 50 cars registered for the first time), for which target compliance is assessed using fleet average values at the end of every reference year, and small importers (< 50 cars) who have to pay a possible penalty before the registration of any new passenger car for implementation reasons; (3) the specification of phasing-in shares, and (4) for light commercial vehicles, of super-credit factors differ. The EU's de-minimis clause (5) is not implemented, and vehicles approved individually and in small series (6) are also subject to the CO2 targets. Individual vehicles may be transferred (7) between different importers' accounts in order to provide flexibility. The major features of the EU regulation, in particular the scope, specific emission targets calculation, derogations for certain manufacturers' vehicles, pooling of fleets, the premium per gram of excess CO2, and eco-innovations, have been adopted uniformly.
Further information provided under point 14:
Importers of passenger cars or light commercial vehicles who import vehicles with emission values exceeding their individual target value have to pay an excess emission premium. The total amount of collected excess emission premium per year, after deduction of implementation costs, is transferred to the Infrastructure Fund, which finances road infrastructure and programs for improving transport in agglomeration areas.