119 Amendments of Dario TAMBURRANO related to 2017/0293(COD)
Amendment 39 #
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 fromIn order to meet the Union's commitments made at the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (UNFCCC), held in Paris in 2015, the decarbonisation of the transport willsector needs to be at least 60% lower than in 1990 andccelerated and greenhouse gas emissions have also to be firmly on the path towards zero by mid- century. Emissions of air pollutants from transport that harm our health need to be drastically reduced without delay. 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 45 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) Efforts in prolonging the life cycle and the use of a car should be considered as they bring about very important emissions savings. All vehicles experience three distinct life stages: manufacturing, operation and end-of-life. Each stage involves greenhouse gas emissions. The estimated total ecological footprint for an average family car is more than 22 tonnes of carbon dioxide. Buying a used similar car (even with higher emissions per Km) could result in less than half the emissions of carbon dioxide.
Amendment 46 #
Proposal for a regulation
Recital 10
Recital 10
(10) It is therefore appropriate to pursue the objectives of those Regulations by setting new EU fleet-wide CO2 reduction targets for passenger cars and light commercial vehicles for the period up to 2030. In defining the reduction levels, account has been taken of their effectiveness in delivering a cost-effective contribution to reducing emissions of the sectors covered by the Effort Sharing Regulation […/…] by 2030, of the resulting costs and savings for society, manufacturers and vehicle users, as well as of their direct and indirect implications for employment, competitiveness and innovation and the co-benefits generated in terms of reduced air pollution and improved energy security.
Amendment 56 #
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 and long-term climate goals. 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.
Amendment 62 #
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 regulatory framework, including a particular incentivsales mandate in the area of zero- and low-emission vehicles, which creates a large home market and supports technological development and innovation.
Amendment 64 #
Proposal for a regulation
Recital 15
Recital 15
(15) A dedicated incentive mechanismsales target of zero- and low-emission vehicles in the EU vehicle fleet should be introduced to facilitate a smooth transition towards zero- emission mobility. This crediting mechanismsales target should be designed so as to promote the depveloypment on the Union markeand deployment of zero- and low- emission vehicles on the Union market.
Amendment 67 #
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 healthIn view of the climate commitments of the Union and the Member States under the Paris Agreement and the need to fully decarbonise all sectors of the economy by mid-century, the decarbonisation of the entire transport sector should be accelerated. For that purpose, bringing down to zero greenhouse gas emissions from passenger cars and light commercial vehicles will be of critical importance. Emissions of air pollutants from transport that significantly harm the environment and our health by causing the premature death of more than 400.000 Europeans per year also need to be drastically reduced without delay. ETherefore, emissions from conventional combustion engines will need toshould be further reduced after 2020. Z and zero- and low -emission vehicles will need to beshould be massively deployed and gain significant market share by 2025 and 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 70 #
Proposal for a regulation
Recital 16
Recital 16
(16) Setting a benchmark for the sharesales target of zero- and low-emission vehicles in the EU fleet together with a well-designed mechanism for adjusting a manufacturer's specific CO2 target based on the share of zero- and low- emission vehicles in the manufacturer's own fleet shwould provide a strong and credible signal for the development and deployment of such vehicles while still allowing for the further improvement of the efficiency of the conventional internal combustion engines.
Amendment 71 #
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3a) In order to reach zero greenhouse gas emissions from passenger cars and light commercial vehicles in the Union by mid-century, the marketing of conventional combustion engine vehicles should be ended by 2035.
Amendment 75 #
Proposal for a regulation
Recital 17
Recital 17
(17) In determining the credits forsales target of the zero- and low-emission vehicles, it is appropriate 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 mechanismsales levels already planned by the manufacturers, as well as the levels necessary to meet the Union’s climate and environmental goals. 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 76 #
Proposal for a regulation
Recital 5
Recital 5
(5) This Regulation provides a clear pathway for CO2 emissions reductions from the road transport sectorthe reduction of CO2 emissions from the road transport sector, which are generated for more than two thirds by fossil-fuel-powered passenger cars and light commercial vehicles, and contributes to 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 79 #
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 sectoRoad transport emissions, including emissions from passenger cars, and its emissionslight commercial vehicles, remain significantly above 1990 levels. If the road transport emissions increase further, it will, offsetting reductions made by other sectors to combat climate change.
Amendment 81 #
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. However, that evaluation also concluded that CO2 savings actually achieved are considerably less than those suggested by the type-approval test performance and that the emission gap between type- approval test and real-world performance has significantly undermined the effectiveness of the CO2 performance standards as well as the trust of consumers in the potential fuel savings of new vehicles.
Amendment 83 #
Proposal for a regulation
Recital 19
Recital 19
(19) In order to maintain the diversity of the market for passenger cars and light commercial vehicles and its ability to cater for different consumer neallow for the environmental and other benefits of down-sizing and light weighting to be captureds, CO2 targets should be defined according to the utility of the vehicles on a linear basis. Maintaining mass as the utility parameter is considered coherent with the existing regime. In order to better reflect the mass of vehicles used on the road, the parameter should be changed from mass in running order to the vehicle's test mass as specified in Regulation (EU) 2017/1151 of 1 June 2017 with effect from 2025for passenger cars should no longer be differentiated by vehicle mass.
Amendment 86 #
Proposal for a regulation
Recital 20
Recital 20
Amendment 88 #
Proposal for a regulation
Recital 12
Recital 12
(12) It is important that the sSetting of CO2 emissions reduction requirements continues toand binding targets for the deployment of zero- and low emission vehicles provides Union -wide predictability and planning security for vehicle manufacturers across their new car and light commercial vehicle fleets in the Union.
Amendment 90 #
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 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 perio, an equal reduction effort of all manufacturers should be ensured.
Amendment 91 #
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 of the Union for 2030 and beyond. 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.
Amendment 95 #
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22a) There is no harmonised way to assess life-cycle emissions of light duty vehicles. This kind of information is essential in order to gain a broad understanding of carbon emissions of light duty vehicles and of their global warming potential. For that purpose, the Commission should develop by 2023 a common Union methodology for calculating the life-cycle emissions of light duty vehicles, taking into account all fuel types (i.e. electricity from the energy mix of each Member State; gasoline; diesel; natural gas; biomethane) and vehicle powertrains put on the market and using either the data reported by manufacturers or any other available relevant data.
Amendment 98 #
Proposal for a regulation
Recital 23
Recital 23
(23) 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 downwards, 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 101 #
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) The deployment of zero-emission passenger cars and light commercial vehicles should contribute to the solution of major urban mobility problems. While being essential for reducing CO2 emissions from road transport, the promotion of such vehicles by manufacturers is also crucial for the effective reduction of air pollutants and excessive noise levels.
Amendment 105 #
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 regulatory framework, including a particular incentivsales mandate in the area of zero- and low- emission vehicles, which creates a large home market and supports technological development and innovation.
Amendment 108 #
Proposal for a regulation
Recital 15
Recital 15
(15) A dedicated incentive mechanismsales mandate should be introduced to facilitate a smoothrapid transition towards zero-emission mobility. This crediting mechanism should be designed so as toSuch a mandate, aimed at promoteing the deployment on the Union market of zero- and low- emission vehicles, will ensure that timely and sufficient investments are made into the production and roll-out of zero emission vehicles, including the supply chain and supporting infrastructure.
Amendment 113 #
Proposal for a regulation
Recital 16
Recital 16
(16) Setting a benchmark for the share ofbinding sales targets for zero- and low-emission vehicles in the EU fleet together with a well-designed mechanism for adjusting a manufacturer's specific CO2 target based on the share of zero- and low-emission vehicles in the manufacturer's own fleet should provide a strong and credible signal forby 2025 and 2030 is essential to sustain the car industry in the development and, deployment and marketing of such vehicles while still allowing for the further improvement of the efficiency of the conventional internal combustion enginesin the Union.
Amendment 113 #
Proposal for a regulation
Recital 41
Recital 41
(41) The effectiveness of the targets set out in this Regulation in reducing CO2 emissions in reality is strongly dependent on the representativeness of the official test procedure. In accordance with the Opinion of the Scientific Advice Mechanism (SAM)23 and the recommendation of the European Parliament, following its inquiry into emission measurements in the automotive sector24 , a mechanism should be put in place to assess the real world representativeness of vehicle CO2 emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151. The most reliable way to ensure the real world representativeness of type-approval values is by introducing a real-world CO2 emissions test, which the Commission should be empowered to develop. That test should be developed by means of delegated acts and introduced at the latest two years after the date of application of this Regulation. The Commission should have the powers to ensure the public availability of such data, and, where necessary, develop the procedures needed for identifying and collecting the data required for performing such assessments. __________________ 23 High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO2 emissions and laboratory testing" 24 European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP))
Amendment 119 #
Proposal for a regulation
Recital 17
Recital 17
(17) In determining the credits for the zero- and lowlevels of sales of zero-emission vehicles, it is appropriate 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 mechanismsales levels planned by car manufacturers and the sales levels that are necessary to meet the Union´s climate and environmental goals. 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 122 #
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 appropriate to assess the effectiveness of this Regulation in that same year to allow a coordinated and coherent assessment of the measures it is necessary to assess the effectiveness of this Regulation in 2022 to evaluate the appropriateness of targets and other modalities, as well as to confirm the fleet-wide CO2 emission target for 2030 and the sales target for zero- and low-emission vehicles. The review must be complemented under all these by end of 2022 to allow enough time for the industrumentsy in case changes are necessary.
Amendment 125 #
Proposal for a regulation
Recital 46
Recital 46
(46) In order to amend or supplement non-essential elements of the provisions of this Regulation the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annexes II and III as regards data requirements and data parameters, establishing the rules and procedures for reporting life-cycle emissions referred to in Article 7(8a), supplementing the rules on the interpretation of the eligibility criteria for derogations from the specific emissions targets, on the content of applications for a derogation and on the content and assessment of programmes for the reduction of specific emissions of CO2, adjusting the figure of M0 and TM0, referred to in Article 13 , the 7 g CO2/km cap referred to in Article 11, , developing a real-world CO2 emissions test referred to in Article 12(1a) and the adjustment of the formulae in Annex I referred to in Article 14(3) . It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making26 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council should receive all documents at the same time as Member States' experts, and their experts should systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. __________________ 26 OJ L 123, 12.5.2016, p. 1. OJ L 123, 12.5.2016, p. 1.
Amendment 128 #
Proposal for a regulation
Recital 19
Recital 19
Amendment 139 #
Proposal for a regulation
Recital 20
Recital 20
Amendment 139 #
Proposal for a regulation
Article 1 – paragraph 4 – point a
Article 1 – paragraph 4 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 135% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;
Amendment 146 #
Proposal for a regulation
Article 1 – paragraph 4 – point b
Article 1 – paragraph 4 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 135% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part B of Annex I;
Amendment 148 #
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 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 perioan equal reduction effort of all manufacturers should be ensured.
Amendment 156 #
Proposal for a regulation
Article 1 – paragraph 4 – point b a (new)
Article 1 – paragraph 4 – point b a (new)
(ba) for the share of zero and low emission vehicles, a sales target equal to a 20% market share of the sales of new passenger cars and new light commercial vehicles in 2025, determined in accordance with point 6.3 of Part A of Annex I and point 6.3 of Part B of Annex I;
Amendment 157 #
Proposal for a regulation
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 370% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part A of Annex I;
Amendment 162 #
Proposal for a regulation
Recital 23
Recital 23
(23) 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 downwards, 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 165 #
Proposal for a regulation
Recital 28
Recital 28
(28) The procedure for granting derogations from the 95 g CO2/km fleet target to niche car manufacturers ensures that the reduction effort required by niche manufacturers is consistent with that of large volume manufacturers with regard to that target., However, experience shows that niche manufacturers have the same potential as large manufacturers to meet the CO2 targets and with regard to the targets set from 2025 onwards it is not considered appropriate to distinguish between those two categories of manufacturersExperience shows that niche manufacturers have the same potential as large manufacturers to meet the CO2 targets. Therefore they should not be exempted from meeting the emissions reduction targets laid down under Article 1.
Amendment 167 #
Proposal for a regulation
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet- wide target equal to a 370% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.
Amendment 177 #
Proposal for a regulation
Article 1 – paragraph 5 – point b a (new)
Article 1 – paragraph 5 – point b a (new)
(ba) for the share of zero and low emission vehicles, a sales target equal to a 60% market share of the sales of new passenger cars and new light commercial vehicles in 2030, determined in accordance with point 6.3 of Part A of Annex I and point 6.3 of Part B of Annex I.
Amendment 179 #
Proposal for a regulation
Recital 41
Recital 41
(41) The effectiveness of the targets set out in this Regulation in reducing CO2 emissions in reality is strongly dependent on the representativeness of the official test procedure. In accordance with the Opinion of the Scientific Advice Mechanism (SAM)23 and the recommendation of the European Parliament, following its inquiry into emission measurements in the automotive sector24 , a mechanism should be put in place to assess the real world representativeness of vehicle CO2 emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151. The Commission should have the powermost effective way to achieve this is to measure emissions by using a real-world CO2 emission test, which should be introduced without delay and should be paired by a justifiable not- to-exceed (NTE) limit over the type approved laboratory value. Until the real- world CO2 emission test is applied, the real-world compliance should be measured by using data from fuel consumption meters, also based on a not- to-exceed limit, to ensure that emission reductions are achieved on the road. The Commission should be empowered to develop the real-world CO2 emission test as well as to ensure the public availability of suchthe data from fuel consumption meters, and, where necessary, develop the procedures needed for identifying and collecting the data required for performing such assessments. __________________ 23 High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO2 emissions and laboratory testing" 24 European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP))
Amendment 181 #
Proposal for a regulation
Article 1 – paragraph 5 a (new)
Article 1 – paragraph 5 a (new)
5a. From 1 January 2035, the EU fleet-wide CO2 emissions from fossil fuels of new passenger cars and new light commercial vehicles registered in the Union shall be 0 g CO2/km.
Amendment 184 #
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 appropriate to assess the effectiveness of this Regulation in that same year to allow a coordinatedNew emissions test will come into effect for all passenger cars and light commercial vehicles by 2021, therefore the effectiveness of this Regulation should be reviewed in 2022 in order to evaluate the appropriateness of targets and cotherent assessment of the measures implemented under all these instrument modalities, as well as to confirm the EU fleet-wide CO2 emission target for 2030 and the sales target for zero- and low- emission vehicles.
Amendment 187 #
Proposal for a regulation
Article 3 – paragraph 1 – point g
Article 3 – paragraph 1 – point g
Amendment 190 #
Proposal for a regulation
Article 3 – paragraph 1 – point i
Article 3 – paragraph 1 – point i
Amendment 192 #
Proposal for a regulation
Article 3 – paragraph 1 – point l
Article 3 – paragraph 1 – point l
Amendment 195 #
Proposal for a regulation
Recital 46
Recital 46
(46) In order to amend or supplement non-essential elements of the provisions of this Regulation the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annexes II and III as regards data requirements and data parameters, establishing the rules and procedures for reporting life-cycle emissions referred to in Article 7(8a), supplementing the rules on the interpretation of the eligibility criteria for derogations from the specific emissions targets, on the content of applications for a derogation and on the content and assessment of programmes for the reduction of specific emissions of CO2, adjusting the figure of M0 and TM0, referred to in Article 13 , the 7 g CO2/km cap referred to in Article 11, developing a real-world CO2 emission test referred to in Article 12(1b), and the adjustment of the formulae in Annex I referred to in Article 14(3) . It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making26 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council should receive all documents at the same time as Member States' experts, and their experts should systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. __________________ 26 OJ L 123, 12.5.2016, p. 1.
Amendment 198 #
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation establishes CO2 emissions performance requirements for new passenger cars and for new light commercial vehicles in order to ensureachieve the Union's climate and environmental objectives, in a manner which is consistent with the proper functioning of the internal market .
Amendment 214 #
Proposal for a regulation
Article 1 – paragraph 4 – introductory part
Article 1 – paragraph 4 – introductory part
4. From 1 January 2025 the following EU fleet-wide and manufacturers targets shall apply:
Amendment 216 #
Proposal for a regulation
Article 1 – paragraph 4 – point a
Article 1 – paragraph 4 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 1530% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;
Amendment 219 #
Proposal for a regulation
Article 7 – paragraph 8 a (new)
Article 7 – paragraph 8 a (new)
8a. From 1 January 2025 onwards manufacturers shall report to the Commission on the lifecycle CO2 emissions of the vehicle types they put on the market as of that date based on a harmonised Union methodology. For that purpose, the Commission is empowered to adopt delegated acts by 2023 in accordance with Article 16 in order to supplement this Regulation by developing detailed rules on the procedures for reporting lifecycle CO2 emissions of all fuel types and vehicle powertrains found on the Union market. No later than 31 December 2026, the Commission shall provide an analysis of the overall life- cycle emissions from new light duty vehicles in the Union in order to better direct future policy efforts in emissions cuts in the sector. The analysis shall be made publicly available.
Amendment 223 #
Proposal for a regulation
Article 8 – paragraph 2 a (new)
Article 8 – paragraph 2 a (new)
2a. For the purposes of compliance with the zero and low emission sales target in Article 1, the Commission shall impose an excess emission premium on a manufacturer or pool manager, as appropriate, where the sales target is not achieved. The excess emissions premium shall be calculated using the following formulae: in 2025: (Specific emissions target in 2025 × EUR 95) × number of zero or low emission vehicles needed to reach the sales target of 20%; in 2030: (Specific emissions target in 2030 × EUR 95) × number of zero or low emission vehicles needed to reach the sales target of 60%.
Amendment 226 #
Proposal for a regulation
Article 1 – paragraph 4 – point b
Article 1 – paragraph 4 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 1530% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part B of Annex I;
Amendment 235 #
Proposal for a regulation
Article 1 – paragraph 4 – point b a (new)
Article 1 – paragraph 4 – point b a (new)
(ba) for the share of zero- and low- emission vehicles, a sales target equal to a 20% market share of the sales of new passenger cars and new light commercial vehicles in 2025, determined in accordance with points 6.3 of Part A of Annex I and 6.3 of Part B of Annex I;
Amendment 239 #
Proposal for a regulation
Article 1 – paragraph 5 – introductory part
Article 1 – paragraph 5 – introductory part
5. From 1 January 2030 the following EU fleet-wide and manufacturers targets shall apply:
Amendment 241 #
Proposal for a regulation
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 370% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part A of Annex I;
Amendment 241 #
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
Amendment 254 #
Proposal for a regulation
Article 11 – paragraph 1 – subparagraph 4
Article 11 – paragraph 1 – subparagraph 4
The Commission may adjust the cap downwards with effect from 2025 onwards. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.
Amendment 257 #
Proposal for a regulation
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet- wide target equal to a 370% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.
Amendment 263 #
Proposal for a regulation
Article 12 – paragraph 1 a (new)
Article 12 – paragraph 1 a (new)
1a. In order to ensure the representativeness referred to in paragraph 1, compliance shall be measured by means of a real-world CO2 emissions test. The Commission is empowered to adopt delegated acts in accordance with Article 16 in order to supplement this Regulation by developing the real-world CO2 emissions test, at the latest two years after the date of application of this Regulation.
Amendment 271 #
Proposal for a regulation
Article 1 – paragraph 5 – point b a (new)
Article 1 – paragraph 5 – point b a (new)
(ba) for the share of zero- and low- emission vehicles, a sales target equal to a 60% market share of the sales of new passenger cars and new light commercial vehicles in 2030, determined in accordance with points 6.3 of Part A of Annex I and 6.3 of Part B of Annex I;
Amendment 271 #
Proposal for a regulation
Article 13 – paragraph 1 – point b
Article 13 – paragraph 1 – point b
Amendment 273 #
Proposal for a regulation
Article 1 – paragraph 5 a (new)
Article 1 – paragraph 5 a (new)
5a. From 1 January 2035 the EU fleet-wide emissions from fossil fuels for new passenger cars and new light commercial vehicles registered in the Union shall equal 0 g CO2/km.
Amendment 273 #
Proposal for a regulation
Article 13 – paragraph 1 – point c
Article 13 – paragraph 1 – point c
Amendment 275 #
Proposal for a regulation
Article 13 – paragraph 1 – point d
Article 13 – paragraph 1 – point d
Amendment 276 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. The Commission shall in 20242 submit a report to the European Parliament and the Council on the effectiveness of this Regulation, where appropriate, accompanied by a proposal for amending the Regulation. This report will consider, inter alia, the real world representativeness of the CO2 emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151, the deployment on the Union market of zero- and low-emission vehicles and the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council29 . __________________ 29 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1)
Amendment 283 #
Proposal for a regulation
Article 3 – paragraph 1 – point g
Article 3 – paragraph 1 – point g
Amendment 285 #
Proposal for a regulation
Article 3 – paragraph 1 – point i
Article 3 – paragraph 1 – point i
Amendment 286 #
Proposal for a regulation
Article 3 – paragraph 1 – point l
Article 3 – paragraph 1 – point l
Amendment 308 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.2
Annex I – part A – point 6 – point 6.2
Amendment 320 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 1
Annex I – part A – point 6 – point 6.3 – paragraph 1
The specific emissions target from 2025 onwardales mandate for the zero- and low- emission vehicles
Amendment 324 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 2
Annex I – part A – point 6 – point 6.3 – paragraph 2
Amendment 325 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 3
Annex I – part A – point 6 – point 6.3 – paragraph 3
Amendment 330 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 1
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 1
y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered passenger cars calculated as the total number of zero- and low- emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of passenger cars registered in the relevant calendar year. Only OVC-HEV vehicles with a minimum all electric range (AER) of 50km shall count towards each manufacturer’s ZLEV factor, as defined in Regulation EU/2017/1151.
Amendment 334 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 3
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 3
x is 1520% in the years 2025 to 2029 and 360% in 2030 onwards.
Amendment 335 #
Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 3 – introductory part
Article 7 – paragraph 8 – subparagraph 3 – introductory part
The Commission mayshall adopt detailed rules on the procedures for reporting such deviations and for taking them into account in the calculation of the average specific emissions. Those procedures shall be adopted by way of implementing acts in accordance with the examination procedure referred to in Article 15(2).
Amendment 337 #
Proposal for a regulation
Article 7 – paragraph 8 a (new)
Article 7 – paragraph 8 a (new)
8a. From 2025 onwards, manufacturers shall report on the lifecycle CO2 emissions of the vehicle types they put on the market after 1 January 2025 based on a harmonized EU methodology. For this purpose, the Commission shall develop no later than 1 January 2021 by way of delegated acts a harmonized methodology on the lifecycle CO2 emissions of all fuel types and vehicle technologies registered on the EU market. This methodology shall include vehicle’s well-to-wheel, tank-to-wheel, production and end-of-life CO2 emissions. No later than 31 December 2026, the Commission shall provide an analysis of the overall life-cycle emissions which should be made publicly available.
Amendment 348 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.2
Annex I – part B – point 6 – point 6.2
Amendment 353 #
Proposal for a regulation
Article 8 – paragraph 2 a (new)
Article 8 – paragraph 2 a (new)
2a. For the purposes of compliance with the zero- and low-emission vehicle sales target in Article 1, the Commission shall impose an excess emission premium on a manufacturer or pool manager, as appropriate, where the sales target is not achieved. The excess emissions premium shall be calculated using the following formulae: In 2025: (Specific emissions target in 2025 × EUR 95) × number of zero or low emission vehicles needed to reach the sales target of 20% In 2030: (Specific emissions target in 2030 × EUR 95) × number of zero or low emission vehicles needed to reach the sales target of 60%.
Amendment 355 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – introductory part
Annex I – part B – point 6 – point 6.3 – introductory part
6.3. Specific emissions targets from 2025 onwardales mandate for zero- and low- emission vehicles
Amendment 359 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 1
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 1
Amendment 360 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 2
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 2
The specific emissions target = (specific emissions reference target – (øtargets – EU fleet-wide target2025)) · ZLEV factorales target of zero- and low-emission vehicles shall be calculated in accordance with the formula: (1+y-x),
Amendment 361 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3
Amendment 363 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 1
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 1
y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered light commercial vehicles calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of light commercial vehicles registered in the relevant calendar year. Only OVC-HEV vehicles with a minimum all electric range (AER) of 50km shall count towards each manufacturer’s ZLEV factor, as defined in Regulation EU/2017/1151.
Amendment 365 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 3
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 3
x is 1520% in 2025 and 60% in 2030.
Amendment 367 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.2
Annex I – part B – point 6 – point 6.3 – point 6.3.2
Amendment 373 #
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
Amendment 383 #
Proposal for a regulation
Article 11 – paragraph 1 – subparagraph 4
Article 11 – paragraph 1 – subparagraph 4
The Commission may adjust the cap downwards with effect from 2025 onwards. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.
Amendment 390 #
Proposal for a regulation
Article 12 – paragraph 1 a (new)
Article 12 – paragraph 1 a (new)
1a. In order to ensure the representativeness of the CO2 emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151, the Commission shall introduce a not-to- exceed (NTE) limit for each manufacturer to apply from 2025 onwards. The NTE limit shall be calculated as the percentage difference between the manufacturer’s specific CO2 emissions measured at type approval and the average CO2 emissions measured in real-world driving conditions of their passenger cars and light commercial vehicles sold in 2021.
Amendment 394 #
Proposal for a regulation
Article 12 – paragraph 1 b (new)
Article 12 – paragraph 1 b (new)
1b. For the purposes of measuring emissions in the real-world driving conditions in line with the above paragraph, the Commission shall be empowered to develop, by way of delegated acts in accordance with Article 16, a real-world CO2 emissions test in order to supplement the procedures established under Regulation (EC) No 715/2007. The Commission shall develop the test no later than 31 December 2020.
Amendment 398 #
Proposal for a regulation
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2a. Manufacturers shall ensure that the specific real-world CO2 emissions of their vehicle types from 2025 do not exceed the NTE limit. If the NTE limit is surpassed, the specific CO2 emissions used for the purposes of compliance with this Regulation in line with Article 7 shall be adjusted upwards by the exeedance identified.
Amendment 405 #
Proposal for a regulation
Article 13 – paragraph 1 – point b
Article 13 – paragraph 1 – point b
Amendment 409 #
Proposal for a regulation
Article 13 – paragraph 1 – point c
Article 13 – paragraph 1 – point c
Amendment 413 #
Proposal for a regulation
Article 13 – paragraph 1 – point d
Article 13 – paragraph 1 – point d
Amendment 420 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. The Commission shall in 20242 submit a report to the European Parliament and the Council on the effectiveness of this Regulation, where appropriate, accompanied by a proposal for amending the Regulation to confirm or revise upwards the Union fleet-wide and manufacturers’ CO2 emissions targets for 2030 as well as the zero- and low-emission vehicles sales targets laid down in Article 1. This report wishall consider, inter alia, the real world representativeness of the CO2 emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151, the deployment on the Union market of zero- and low-emission vehicles and the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council29 . __________________ 29 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1)
Amendment 433 #
Proposal for a regulation
Article 14 – paragraph 3 a (new)
Article 14 – paragraph 3 a (new)
3a. The Commission shall review Directive 1999/94/EC by 31 December 2019 and present a relevant proposal aimed at providing consumer with accurate, robust and comparable data on the fuel consumption, CO2 emissions and air pollutant emissions of passenger cars and light commercial vehicles placed on the EU market.
Amendment 434 #
Proposal for a regulation
Article 14 – paragraph 3 b (new)
Article 14 – paragraph 3 b (new)
3b. In order to ensure that the deployment of zero-emission vehicles contributes to the Union’s energy efficiency and circular economy goals, the Commission shall by 31 December 2020 submit a relevant proposal concerning the setting of minimum ecodesign requirements for such vehicles, taking into account the principles applied to other energy-related products under Directive 2009/125/EC.
Amendment 436 #
Proposal for a regulation
Article 15 – paragraph 1
Article 15 – paragraph 1
1. The Commission shall be assisted by the Energy UnionClimate Change Committee established by [Article 37]26 of [Regulation (EU) […]]N° 525/213 of the European Parliament and of the Council30 . That committee shall be a committee within the meaning of Regulation (EU) No 182/2011 of the European Parliament and of the Council31 . __________________ 30 Regulation (EU) […/…] of the European Parliament and the Council on the Governance of the Energy union (OJ L …,…). 31 Regulation (EU) No 182/2011 of the European Parliament and of the Council of 16 February 2011 laying down the rules and general principles concerning mechanisms for control by Member States of the Commission’s exercise of implementing powers (OJ L 55, 28.2.2011, p. 13).
Amendment 439 #
Proposal for a regulation
Article 16 – paragraph 1
Article 16 – paragraph 1
1. The power to adopt delegated acts referred to in the second subparagraph of Article 7(7), Article 7(8a), Article 10(8), the fourth subparagraph of Article 11(1), Article 12(1a), Article 13(2) and the second subparagraph of Article 14(3) shall be conferred on the Commission for an indeterminate period of timefive years from [the date of entry into force of this Regulation].
Amendment 469 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.2
Annex I – part A – point 6 – point 6.2
Amendment 477 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.2 – point 6.2.1
Annex I – part A – point 6 – point 6.2 – point 6.2.1
Amendment 489 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.2 – point 6.2.2
Annex I – part A – point 6 – point 6.2 – point 6.2.2
Amendment 498 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 1
Annex I – part A – point 6 – point 6.3 – paragraph 1
Amendment 506 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 2
Annex I – part A – point 6 – point 6.3 – paragraph 2
Amendment 511 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 1
Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 1
Amendment 518 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 2
Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 2
ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be
Amendment 525 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 1
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 1
y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered passenger cars calculated as the total number of zero- and low- emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of passenger cars registered in the relevant calendar year. Only OVC-HEV vehicles with a minimum all electric range (AER) of 50km shall count towards each manufacturer’s ZLEV factor, as defined in Commission Regulation (EU) 2017/1151.
Amendment 531 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 3
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 3
x is 1520% in the years 2025 to 2029 and 360% in 2030 onwards (to be reviewed in accordance with Article 14).
Amendment 570 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.2
Annex I – part B – point 6 – point 6.2
Amendment 577 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.2 – point 6.2.1
Annex I – part B – point 6 – point 6.2 – point 6.2.1
Amendment 587 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.2 – point 6.2.2
Annex I – part B – point 6 – point 6.2 – point 6.2.2
Amendment 597 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – introductory part
Annex I – part B – point 6 – point 6.3 – introductory part
6.3. Specific emissions targets from 2025 onwardales mandate for zero- and low- emission vehicles
Amendment 606 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 1
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 1
Amendment 609 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 2
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 2
Amendment 615 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3 – subparagraph 1
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3 – subparagraph 1
Amendment 617 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3 – subparagraph 2
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3 – subparagraph 2
Amendment 620 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3 – subparagraph 3
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3 – subparagraph 3
ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.0 in which case the ZLEV factor shall be set to 1.05 or 1.0 as the case may be
Amendment 627 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 1
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 1
y is the share of zero- and low-emission vehicles in the manufacturer's fleet of newly registered light commercial vehicles calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEVspecific in accordance with the formula below, divided by the total number of light commercial vehicles registered in the relevant calendar year. Only OVC-HEV vehicles with a minimum all electric range (AER) of 50km shall count towards each manufacturer’s ZLEV factor, as defined in Commission Regulation (EU) 2017/1151.
Amendment 631 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 3
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 3
x is 15%20% in 2025 and 60% in 2030 (to be reviewed in accordance with Article 14).
Amendment 635 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.2
Annex I – part B – point 6 – point 6.3 – point 6.3.2