Activities of Nicola CAPUTO related to 2017/0293(COD)
Plenary speeches (1)
Emission performance standards for new passenger cars and for new light commercial vehicles (debate) IT
Amendments (19)
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 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 anccelerated and greenhouse gas emissions from that sector should be firmly on the path towards zero- emission 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 91 #
Proposal for a regulation
Recital 15
Recital 15
(15) A dedicated incentive mechanism should be introduced to facilitate a smooth transition towards zero-emission mobility. This crediting and debiting mechanism should be designed so as to promote the deployment on the Union market of zero- and low- emission vehicles.
Amendment 95 #
Proposal for a regulation
Recital 16
Recital 16
(16) Setting a strong benchmark for the share 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 should 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 98 #
Proposal for a regulation
Recital 17
Recital 17
(17) In determining the credits for 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, whereas a manufacturer not achieving the benchmark would have to comply with a stricter 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 101 #
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17a) That recharging and refuelling infrastructure needs to be put in place quickly in order to provide confidence to consumers of zero- and low- emission vehicles, and different support instruments at both Union and Member State level need to effectively work together mobilising significant public and private investment.
Amendment 123 #
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17a) Setting up a European Clean Mobility Fund could help to cover the necessary investment for a comprehensive alternative fuels infrastructure. It could be co-financed, with the European Union contributing 10 % and another 90 % coming from industry, notably manufacturers, suppliers, energy and fuel producers and other interested parties as well as the excess emissions premiums. Companies or consortia contributing to the fund should be granted preferential access to grants and loans provided by the CEF, EIB and EC IPE. Financial resources from the fund should be awarded according to the criteria of feasibility, European added value, the achievement of deployment goals and cohesion policy. INEA, which already oversees the CEF, could become the responsible agency.
Amendment 129 #
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 needs, 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 2025enable the environmental and other benefits of the down-sizing and lightweighting of vehicles to be harnessed, CO2 targets should not be differentiated by vehicle mass.
Amendment 130 #
Proposal for a regulation
Recital 38 a (new)
Recital 38 a (new)
(38a) It is of critical importance to consider the inevitable social impacts of the low-carbon transition in the automotive sector and to be proactive in addressing the unavoidable job implications that will be particularly pronounced in certain most affected regions. It is paramount therefore that current measures facilitating the low- carbon transition are also accompanied by targeted programmes for redeployment, re-skilling and up-skilling of workers, as well as education and job-seeking initiatives conducted in close dialogue with the social partners. Such efforts should be co-financed by earmarked revenues from the collected excess emissions premiums.
Amendment 141 #
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 achieve the Union’s climate targets and ensure the proper functioning of the internal market.
Amendment 158 #
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22a) The use of certain alternative fuels can offer significant CO2 reductions in ‘well-to-wheel’ terms; however, a robust methodology to take that into account is not yet available. It is therefore recommended that the Commission support exploratory research in that direction, so that this can be included as soon as possible in the regulatory framework.
Amendment 177 #
Proposal for a regulation
Recital 38
Recital 38
(38) Manufacturers’ compliance with the targets under this Regulation should be assessed at Union level. Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premium with respect to each calendar year. The amounts of the excess emissions premium should be considered as revenue for the general budget of the Undeployment of clean mobility and a fair transition.
Amendment 202 #
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 213 #
Proposal for a regulation
Article 8 – paragraph 4
Article 8 – paragraph 4
4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union and shall be earmarked for policy measures, conducted in close cooperation with social partners, promoting re-skilling and redeployment in the automotive sector in order to contribute to a just transition to a low-carbon economy.
Amendment 256 #
Proposal for a regulation
Article 14 – paragraph 3 – subparagraph 2 a (new)
Article 14 – paragraph 3 – subparagraph 2 a (new)
The Commission shall by 31 December 2019 review Directive 1999/94/EC, and where appropriate, submit a relevant proposal in order to provide consumers with accurate, robust and comparable information on the fuel consumption, CO2 emissions and air pollutant emissions of new passenger cars placed on the market.
Amendment 343 #
Proposal for a regulation
Article 7 – paragraph 9 a (new)
Article 7 – paragraph 9 a (new)
9a. During the monitoring and reporting phase, Member States may factor in the quantity of advanced renewable energy sold at filling stations and the greenhouse gas emissions savings arising from this (under the Renewable Energy Directive), notifying those values to the Commission. Those amounts may be deducted from the CO2 emissions and form part of the information required under paragraph 4 of this Article.
Amendment 347 #
Proposal for a regulation
Article 7 – paragraph 9 b (new)
Article 7 – paragraph 9 b (new)
9b. These values may be used for the calculation of a Carbon Correction Factor (CCF), using the following formula: CCF = national share of advanced renewable energy used /10.
Amendment 349 #
Proposal for a regulation
Article 7 – paragraph 9 c (new)
Article 7 – paragraph 9 c (new)
9c. The corrected CO2 for a given vehicle type calculation can therefore be calculated using the Carbon Correction Factor and the following formula: vehicle type = (CO2 Type-approval) * (1-CCF).
Amendment 352 #
Proposal for a regulation
Article 8 – paragraph 2 – subparagraph 1 a (new)
Article 8 – paragraph 2 – subparagraph 1 a (new)
Where excess emissions are over 5% of the target for specific emissions, the amount of EUR 95 shall be increased by the same percentage
Amendment 356 #
Proposal for a regulation
Article 8 – paragraph 4
Article 8 – paragraph 4
4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Unionearmarked for funding alternative fuels infrastructure according to Directive 2014/94/EU.