14 Amendments of Mireille D'ORNANO related to 2017/0293(COD)
Amendment 63 #
Proposal for a regulation
Recital 1
Recital 1
(1) Regulation (EC) No 443/2009 of the European Parliament and of the Council14 and Regulation (EU) No 510/2011 of the European Parliament and of the Council15 have been substantially amended several times, a sign of their poor performance. Since further amendments are to be made, those Regulations should be recast in the interests of clarity. __________________ 14 Regulation (EC) No 443/2009 of the European Parliament and of the Council of 23 April 2009 setting emission performance standards for new passenger cars as part of the Community's integrated approach to reduce CO2 emissions from light-duty vehicles (OJ L 140, 5.6.2009, p. 1). 15 Regulation (EU) No 510/2011 of the European Parliament and of the Council of 11 May 2011 setting emission performance standards for new light commercial vehicles as part of the Union's integrated approach to reduce CO2 emissions from light-duty vehicles (OJ L 145, 31.5.2011, p. 1).
Amendment 68 #
Proposal for a regulation
Recital 3
Recital 3
(3) The European Strategy for Low- Emission Mobility16 sets a clear ambition: by mid-century, greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and be firmly on the path towards zero. Emissions of air pollutants from transport that harm our health need to be drastically reduced without delayAt present, greenhouse gas emissions are still not falling at a fast enough rate and as things stand, it is unlikely these targets will be achieved. If emissions of air pollutants harmful to health from fossil fuels employed in producing electricity need to be drastically reduced without delay, this is also the case for emissions from transport. Emissions from conventional combustion engines will need to further reduce after 2020. Zero- and low emission vehicles will need to be deployed and gain significant market share by 2030. __________________ 16 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions A European Strategy for Low-Emission Mobility (COM(2016) 501 final).
Amendment 77 #
Proposal for a regulation
Recital 5
Recital 5
(5) This Regulation provides a clear pathway for CO2 emissions reductions from the road transport sector and contributes tofor striving towards the binding target of at least a 40% domestic reduction in economy- wide greenhouse gas emissions by 2030 compared to 1990, as was endorsed in the Conclusions of the European Council of 23-24 October 2014, and approved as the Union Intended Nationally Determined Contribution under the Paris Agreement at the Environment Council meeting on 6 March 2015.
Amendment 80 #
Proposal for a regulation
Recital 6
Recital 6
(6) The European Council Conclusions of October 2014 endorsed a greenhouse gas emissions reduction of 30% by 2030 compared to 2005 for the sectors that are not part of the European Union emissions trading system. Road transport provides a major contribution to the emissions of those sectors, and its emissions remain significantly above 1990 levels. If the road transport emissions increase further, it will offset reductions made by other sectors to combat climate change, assuming the other sectors are capable of achieving their targets, which means that the ambitious targets set are far from being achieved.
Amendment 82 #
Proposal for a regulation
Recital 9
Recital 9
(9) An evaluation of Regulations (EC) No 443/2009 and (EU) No 510/2011 in 2015 concluded that those Regulations have been relevant, broadly coherent, and have generated significant emissions savings, whilst being more cost-effective than originally anticipated. They have also generated significant added value for the Union that could not have been achieved to the same extent through national measures.
Amendment 87 #
Proposal for a regulation
Recital 12
Recital 12
(12) It is important that the setting of CO2 emissions reduction requirements continues to provide Union -wide predictability and planning security for vehicle manufacturers across their new car and light commercial vehicle fleets in the Union, predictability and security being essential prerequisites for harmonious economic development for these manufacturers.
Amendment 90 #
Proposal for a regulation
Recital 13
Recital 13
(13) Reduction levels for the Union- wide fleets of new passenger cars and light commercial vehicles should therefore be set for 2025 and for 2030, taking into account the vehicle fleet renewal time and the need for the road transport sector to contribute to the 2030 climate and energy targets. This stepwise approach also provides a clear and early signal for the automotive industry not to delay the market introduction of energy efficient technologies and zero- and low-emission vehicles, as the influence of manufacturers on how the market operates and on consumer habits can prove decisive.
Amendment 104 #
Proposal for a regulation
Recital 14
Recital 14
(14) While the Union is among the world's major producers of motor vehicles and demonstrates technological leadership in this sector, competition is increasing and the global automotive sector is changing rapidly through new innovations in electrified powertrains, and cooperative, connected and automated mobility. In order to retain its global competitiveness and access to markets, the Union needs a stable regulatory framework, including a particular incentive in the area of zero- and low-emission vehicles, which creates a large home market and supports technological development and innovation.
Amendment 122 #
Proposal for a regulation
Recital 17
Recital 17
(17) In determining the credits for the zero- and low-emission vehicles, it is appropriate, in the interests of fair play, to account for the difference in CO2 emissions between the vehicles. The adjustment mechanism should ensure that a manufacturer exceeding the benchmark level would benefit from a higher specific CO2 target. In order to ensure a balanced approach, limits should be set to the level of adjustment possible within that mechanism. This will provide for incentives, promoting a timely roll-out of recharging and refuelling infrastructure and yielding high benefits for consumers, competitiveness, and the environment.
Amendment 155 #
Proposal for a regulation
Recital 21
Recital 21
(21) In order to distribute the emission reduction effort in a competitively neutral and fair way that reflects the diversity of the market for passenger cars and light commercial vehicles, and in view of the change in 2021 to WLTP-based specific emission targets, it is appropriate to determine the slope of the limit value curve on the basis of the specific emissions of all newly registered vehicles in that year, and to take into account the change in the EU fleet-wide targets between 2021, 2025 and 2030 with a view to ensuring an equal fair reduction effort of all manufacturers. With regard to light commercial vehicles, the same approach as that for car manufacturers should apply to manufacturers of lighter, car derived, vans, while for manufacturers of vehicles falling within the heavier segments, a higher and fixed slope should be set for the whole target period.
Amendment 160 #
Proposal for a regulation
Recital 23
Recital 23
(23) AIn the interests of efficiency, a balance should however be ensured between incentives given to eco- innovations and those technologies for which the emission reduction effect is demonstrated on the official test procedure. As a consequence, it is appropriate to maintain a cap on the eco-innovation savings that a manufacturer may take into account for target compliance purposes. The Commission should have the possibility to review the level of the cap, in particular, to take into account the effects of the change in the official test procedure. It is also appropriate to clarify how the savings should be calculated for target compliance purposes.
Amendment 171 #
Proposal for a regulation
Recital 33
Recital 33
(33) The possibility for manufacturers to form pools has proven a cost-effective way to achieve compliance with the CO2 emissions targets, in particular facilitating compliance for those manufacturers that produce a limited range of vehicles. In order to improve the competitive neutrality, the Commission should have the powers to clarify the conditions on which independent manufacturers may form a pool in order to allow them to be placed in a position equivalent to connected undertakings, provided this pool does not impede free access to the market for other undertakings.
Amendment 174 #
Proposal for a regulation
Recital 35
Recital 35
(35) It is also essential for achieving the CO2 reductions required under this Regulation, that the emissions of vehicles in use are in conformity with the CO2 values determined at type approval. It should therefore be possible for the Commission to take into account in the calculation of the average specific emissions of a manufacturer any systemic non-conformity found by type approval authorities with regard to the CO2 emissions of vehicles in use, which would make it possible to spot much earlier in the process any attempt by a manufacturer to ‘cheat’.
Amendment 192 #
Proposal for a regulation
Recital 42
Recital 42
(42) In 2024 it is foreseen to review the progress achieved under the [Effort Sharing Regulation and Emissions Trading System Directive]. It is therefore appropriatebsolutely necessary to assess the effectiveness of this Regulation in that same year to allow a coordinated and coherent assessment of the measures implemented under all these instruments.