Activities of Miapetra KUMPULA-NATRI related to 2023/0042(COD)
Opinions (1)
OPINION on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956
Amendments (10)
Amendment 50 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) To compete on a global scale, the European Industry must be ready to face the challenges and to provide the proper infrastructure. For these reasons, a widely available and reliable network of public charging points is required to support the ever-increasing number of electric vehicles on the road, as outlined in the EU-US technical recommendations, published under the EU-US Trade and Technology Council. Therefore, the European Union and the United States renewed their commitment to develop a standardised charging vision for electric heavy-duty vehicles
Amendment 61 #
Proposal for a regulation
Recital 15
Recital 15
(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances and in case of natural disaster or for national security reasons, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur.
Amendment 62 #
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) European Union has to continue to accelerate the reduction of CO2 emissions and achieve reduction in emissions in every sector, every year. To reach the ambitious targets of this regulation, like the interim targets 2030 and 2035, and the final goal of 90 per cent 2040 onwards (as per the 90% emission reduction target) for new heavy- duty vehicles (from 2040 onwards), also biofuels and renewable fuels of non- biological origins (RFNBO) such as hydrogen derivatives, need to play an important role in the transition. To pave the way for electric or hydrogen zero emission vehicles and to create a steady clear regulation for market demand, it is important to set the ambitious goal of 90 per cent for 2040, as currently only 1-2% of heavy-duty trucks sold are battery electric vehicles. To reduce the emissions as soon as possible, sustainable biofuels and RFNBOs can be an effective and sustainable alternative along with RES and ETS.
Amendment 63 #
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) This regulation aims to accelerate emission reductions in heavy-duty transport in a technologically neutral way. To complement the efforts towards increasing the availability of zero- emission vehicles, a mechanism based on a carbon correction factor will be introduced from 2030 onwards to account duly for the contribution from the use of renewable transport fuels, such as advanced biofuels and biogas when assessing the compliance of newly registered heavy-duty vehicles with CO2 emission reductions. The contribution of the factor needs to be limited in order to ensure adequate improvement in the energy efficiency of heavy-duty vehicles. A cap should be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for years 2030, 2035 and for 2040, could be achieved through the effect of the carbon correction factor.
Amendment 66 #
Proposal for a regulation
Recital 15 b (new)
Recital 15 b (new)
(15b) As the new regulation is implemented, it will also create possibilities for new technologies to emerge. Technologies such as sensors that can detect what type of fuel is used during refuelling of a heavy-duty vehicle can be utilized for a more accurate picture of what fuel is used at any given time. This can benefit especially the acceleration stage of reducing CO2 emissions since sensors can be used to monitor the use of biofuels and RFNBOs.
Amendment 76 #
Proposal for a regulation
Recital 21 – paragraph 1 a (new)
Recital 21 – paragraph 1 a (new)
Tractors of all the largest combinations exceeding 70 tonnes are typically used for long-haul distances and need to be classified in a specific sub-group, as their CO2 emission calculation needs to be adjusted to their specific characteristic, to take into account their actual payload and correct driving cycle.
Amendment 84 #
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21a) From 1 January 2040, all newly registered heavy-duty motor vehicles equipped with internal combustion engines should exclusively run on CO2 neutral fuels.
Amendment 140 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i
Article 1 – paragraph 1 – point 3 – point i
Directive (EU) 2018/2001
Article 3 – points 23 a and 23 b (new)
Article 3 – points 23 a and 23 b (new)
Amendment 198 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 2 – first part
Article 3 b – paragraph 2 – first part
Member States may decide to exclude from the obligation under this Article a limited share of the urban buses registered in each reporting period, confirming that the purpose of the vehicle cannot be equally served by a zero-emission vehicle and it is thus in the public interest to register a non- zero emission vehicle to fulfil that purpose, due to socio-economic cost-benefit in view of specific territorial morphology or meteorological circumstances and for national security reasons or to face national disaster such as floods.
Amendment 222 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive (EU) 2018/2001
Article 4 – paragraph 1 – point a a (new)
Article 4 – paragraph 1 – point a a (new)
(aa) in Article 4, first paragraph, the following point (c) is inserted: ‘(c) the application of the Carbon Correction Factor (CCF) from 2030 onwards determined in accordance with point 2.1. of Annex I. The effect of the CCF shall be limited so that what are taken into account are only additional amounts of fuels exceeding the binding combined sub-target for advanced biofuels and renewable fuels of non-biological origin in the share of renewable energies supplied to the transport sector, as defined in Directive (EU) 2018/2001 of the European Parliament and of the Council. A cap shall be set to ensure that no more than 10 percentage points of the CO2 emission reduction targets for the years 2030, 2035 and for 2040 could be achieved through the effect of the carbon correction factor. Therefore, a cap shall be set for years 2030-2034 so that a share of up to 12.5% of renewable fuels eligible for CCF, as defined in Article 3 of this regulation, shall be taken into account in the factor. For years 2035-2039 the share shall be up to 17% and from 2040 onwards up to 40%.