Wet milieubeheer RED-III
Reactie
| Naam | Anoniem |
|---|---|
| Plaats | Amsterdam |
| Datum | 3 november 2023 |
Vraag1
Wij nodigen u uit een reactie te geven op de volgende vragen:1. Heeft u vragen, opmerkingen en/of suggesties over sectorsturing zoals opgenomen in de wet en/of de toelichting?
2. Heeft u vragen, opmerkingen en/of suggesties over CO2-ketenemissiesturing zoals opgenomen in de wet en/of de toelichting?
3. Heeft u vragen, opmerkingen en/of suggesties over een inboekdienstverlener voor hernieuwbare elektriciteitsleveringen zoals opgenomen in de wet en/of de toelichting?
4. Heeft u vragen, opmerkingen en/of suggesties over een raffinageverplichting zoals opgenomen in de wet en/of de toelichting?
5. Heeft u vragen, opmerkingen en/of suggesties bij andere onderdelen van de wet en/of de toelichting?
1. Each sector must have its own obligation as otherwise there is a risk that reductions can be generated in one segment at a cheaper price and sold into another. Also, the fossil fuel CO2 reference level for each transport sector and the economics driving that segment will likely be different, so allowing the transfer of tickets between these could provide systemic/unpredictable issues for the market in the long run. A weak blending ticket value hinders the deployment of new capacity needed to further decarbonize the transport market.
2. A CO2 emissions reductions system is preferable to an energy content system as it creates financial incentive to use the most effective renewable fuels for reducing CO2 emissions. Furthermore, the multipliers currently applied to various categories such as fuels from annex IX feedstocks and EV are no longer fit for purpose as they overinflate reported decarbonization compared to actual decarbonization achieved. The added benefit of removing multipliers is that it will increase demand, especially for the most effective CO2 reducing technologies, those technologies tend to be domestically produced.
3. A clearer definition for the process allowing companies to engage with aggregators. Metering seems to be the most straightforward method. The consultation suggests this law won't directly impact citizens. This leads to the conclusion that there's no intent for a B2C mechanism. Considering the growing emphasis on sustainable transport, the scope could be expanded. Direct subsidization of private sustainable transportation by obligated parties could provide significant incentives for the public to shift towards more eco-friendly modes. The current draft discusses extra tasks for the relevant authorities, yet with existing systems like the digital register by RDW, the addition of a B2C mechanism shouldn't pose significant extra effort. A straightforward quota system for vehicles could also be more manageable than monitoring MWh consumption. It's essential to consider urban EV drivers who might not have personal charging facilities. Introducing metering for B2C could unintentionally disadvantage this significant demographic. The introduction of aggregators presents a unique opportunity for traders but the draft lacks clarity on what ticket volume might be deemed too minimal for independent booking. Finally, the criteria that qualify an aggregator to participate must be more explicitly defined to aid strategic planning.