9 Amendments of Nicola CAPUTO related to 2018/0143(COD)
Amendment 9 #
Proposal for a regulation
Recital 1
Recital 1
(1) The European Strategy for Low- Emission Mobility sets a clear ambition: by mid-century,In order to meet the Union's commitments taken 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 sector needs to be accelerated and greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and be firmly on the path towards zero emission by mid-century. Emissions of air pollutants from transport that harm our health and the environment need also to be drastically reduced without delay. CO2 emissions from conventional combustion engines will need to be further reduced after 2020. Zero- and low-emission heavy-duty vehicles will need to be deployed and gain significant market share by 2030.
Amendment 26 #
Proposal for a regulation
Recital 13
Recital 13
(13) In the light of innovation and to take account of the implementation of new technologies improving the fuel efficiency of heavy-duty vehicles, the VECTO simulation tool as well as Regulation (EU) 2017/2400 will be continuously and timely updated. This Regulation should therefore also be updated in a continuous and timely manner in order to take into account the evolution of the VECTO simulation tool.
Amendment 30 #
Proposal for a regulation
Recital 16
Recital 16
(16) Liquefied natural gas (LNG) is an available alternative fuel to diesel for heavy duty vehicles. The deployment of current and upcoming more innovative LNG-based technologies will contribute to meeting the CO2 emission targets in the short and medium term as the use of LNG technologies that can leads to lower CO2 emissions as compared to diesel vehicles. The CO2 emission reduction potential of LNG vehicles is already fully reflected in VECTO. In addition, current LNG technologies ensure a low level of air pollutant emissions such as NOx and particulate matters. A sufficient minimum refuelling infrastructure is also in place and being further deployed as part of national policy frameworks for alternative fuel infrastructureHowever, in the medium to longer term, LNG will not be sufficient to put transport on the path towards zero-emission by midcentury, in line with the Paris Agreement.
Amendment 44 #
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
Amendment 59 #
Proposal for a regulation
Recital 29
Recital 29
(29) The Commission should impose a financial penalty, in the form of an excess emissions premium, where a manufacturer is found to have excess emissions, taking into account the emission credits and debts. In order to provide manufacturers with a sufficient incentive to take measures to reduce the specific CO2 emissions from heavy-duty vehicles, the premium should exceed the average marginal costs of the technologies needed to meet the targets. The amounts from the excess emissions premium should be considered as revenue for the general budget of the Union. Those amounts should be used to support, in close collaboration with social partners, the just transition of the automotive sector towards zero-emission mobility as well as innovative solutions that incentivise the rapid deployment of zero- and low- emission heavy-duty vehicles. The methodology for collecting the premiums should be determined by means of an implementing act, taking into account the methodology adopted pursuant to Regulation (EC) No 443/2009.
Amendment 62 #
Proposal for a regulation
Recital 31
Recital 31
(31) It is essential for achieving the CO2 reductions pursuant to this Regulation that the CO2 emissions of heavy-duty vehicles in use are in conformity with the values determined pursuant to this Regulation that the CO2 emissions of heavy-duty vehicles in use and on road are in conformity with the values determined pursuant to Regulation (EC) No 595/2009 and its implementing measures. It should therefore be possible for the Commission to take into account, in the calculation of the average specific emissions of a manufacturer, any systematic non- conformity found by type approval authorities with regard to the CO2 emissions of heavy-duty vehicles in use and on road. Third party independent testing of vehicles in use and on road should also be introduced.
Amendment 132 #
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. Those amounts shall be used only for the purpose of supporting programmes conducted in close cooperation with social partners, promoting the just transition of the automotive sector towards low- emission mobility, and promoting innovative solutions that incentivise the rapid deployment of zero- and low- emission heavy-duty vehicles.
Amendment 146 #
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. For that purpose, the Commission shall ensure the availability, including to third parties for the purpose of independent testing, from manufacturers or national authorities, as the case may be, of robust non-personal data on real-world CO2 emissions and energy consumption of heavy-duty vehicles.
Amendment 149 #
Proposal for a regulation
Article 11 – paragraph 3
Article 11 – paragraph 3
3. The Commission may adopt, by means of implementing acts, the measurrules on the procedures for reporting data on real- world CO2 emissions and energy consumption of heavy-duty vehicles referred to in paragraphs 1 and 2 of this Article. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 14(2).