Activities of Bronis ROPĖ related to 2022/0365(COD)
Shadow opinions (1)
OPINION on the proposal for a regulation of the European Parliament and of the Council on type-approval of motor vehicles and engines and of systems, components and separate technical units intended for such vehicles, with respect to their emissions and battery durability (Euro 7) and repealing Regulations (EC) No 715/2007 and (EC) No 595/2009
Amendments (28)
Amendment 103 #
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) Regulation (EU) 2019/2144 sets some type approval requirements for tyres. This Regulation complements those requirements with tyre abrasion requirements.
Amendment 105 #
Proposal for a regulation
Recital 6
Recital 6
(6) Furthermore, the current emission limits were adopted in 2007 for light-duty vehicles and for heavy-duty vehicles in 2009. Both emission limits were adopted on the basis of the then available technology. Since then, technology has advanced and the level of emissions achieved with a combination of current technologies is much lower than that achieved more than 15 years ago. That technological progress should be reflected in emission limits based on state-of-the-art existing technology and knowledge of pollution controls and for all relevant pollutants. Emission limits laid down in this Regulation should align with the pollution standards laid down in [COM/2022/542 final recast proposal of the Ambient Air Quality Directive].
Amendment 113 #
Proposal for a regulation
Recital 10
Recital 10
(10) Regulations (EC) No 715/2007 and (EC) No 595/2009 require that vehicles respect the emission limits for a specified period of time, which does not even correspond anymore to the average lifetime of vehicles. It is therefore appropriate to lay down durability requirements that reflect the average expected lifetime of vehicles in the Unionexpected entire lifetime of vehicles across the Union. That is of particular importance to buyers of second hand vehicles who expect the vehicle to emit as much as it did when it was first placed on the market. Considering the much higher share of second hand vehicles in southern and eastern Europe, that is also important to minimise air quality differences across Europe, guaranteeing that citizens from all areas breathe clean air.
Amendment 115 #
Proposal for a regulation
Recital 12
Recital 12
(12) Non-exhaust emissions consist of particles, included but not limited to, airborne particles emitted by tyres and brakes of vehicles. Emissions from tyres is estimated to be the largest source of microplastics to the environment. As shown in the Impact Assessment, it is expected that by 2050, non-exhaust emissions will constitute up to 90% of all particles emitted by road transport, because exhaust particles will diminish due to vehicle electrification. Those non-exhaust emissions should therefore be measured and limited. The Commission should prepare a reporBy the end of 2024, the Commission should adopt a method for the measurement onf tyre abrasion by the end of 2024 to review the measurement methods and state-of- the-art in order to propose tyrelimits, based on the UN measurement method, if available and where appropriate, or based on other existing state-of-the-art methods, should the UN method not be available. By the same date, the Commission should also adopt tyre abrasion limits compatible with the Union’s objective to reduce microplastics released into the environment by 30% by 2030 and based on state-of-the-art abrasion limitrates.
Amendment 128 #
Proposal for a regulation
Recital 18
Recital 18
(18) In case the Commission makes a proposal for registering after 2035 new light-duty vehicles running exclusively on CO2 neutral fuels outside the scope of the CO2 fleet standards, and in conformity with Union law and the Union’s climate neutrality objective, this Regulation will need to be amended to include the possibility to type approve such vehicles. Vehicles running exclusively on CO2 neutral fuels are not included within the scope of this Regulation. Such vehicles do not exist commercially today and the production of the fuels are at a premature phase of their development in terms of usage in road transport. Further research is required in order to firstly understand whether such vehicles can be produced and exclusively used in a viable, measurable and enforceable manner and secondly in order to understand the wider economic, social and environmental impacts of such vehicles and the fuels. It is also the case that due to the limited production potential of such fuels that their supply will remain to be constrained; as other hard-to-abate sectors, such as in the aviation and maritime sectors, will be in much greater demand for such fuels it is important that a holistic evaluation is undertaken to understand how such constraints will affect other sectors than road transport. In addition, existing exploratory research indicates the cost of production of such vehicles and fuels would mean extremely high costs being put on manufacturers and consumers alike, both in the present day and in the future, which in turn demands an assessment of their likely commercial uptake compared to other lower cost options such as battery electric vehicles; existing research also indicates that such vehicles will not have any noticeable effect on air pollutants compared to existing vehicles running on liquid fossil fuels.
Amendment 133 #
(19) Emissions from vehicles sold byThis Regulation does not provide flexibilities to small volume manufacturers constitut. Indeed, small volume man insignificant part of emissions in the Union. Some flexibility mayufacturers have the financial capacity to ensure compliance by their luxury vehicles with the refore be allowed in some of the requirements for such manufacturers. Small volume manufacturers should therefore be able to substitute certain tests during type- approval with declarations of compliance, while ultra-small volume manufacturers should be allowed to use laboratory tests based on random real-driving cyclesquirements set in this Regulation thanks to their ability to pass compliance costs on to wealthy consumers. Flexibilities for those manufacturers have not been analysed in the impact assessment of this Regulation. Those flexibilities would run counter to the Union’s objective to make the ecological transition of the transport sector fair and just for all, and would risk jeopardising public support to the Union’s Green Deal.
Amendment 176 #
Proposal for a regulation
Article 3 – paragraph 2 – point 78 a (new)
Article 3 – paragraph 2 – point 78 a (new)
(78a) ‘real driving emissions’ or ‘RDE’ means the emissions of a vehicle under normal driving conditions and one or more extended driving conditions as specified in Tables 1 and 2 of Annex III;
Amendment 196 #
Proposal for a regulation
Article 4 – paragraph 8
Article 4 – paragraph 8
8. The manufacturer shall prevent the possibility of exploiting vulnerabilities referred to in paragraph 7. When such a vulnerability is found, the manufacturer shall immediately remove the vulnerability, by software update or any other appropriate means. The manufacturer shall not pass the costs of the vulnerability removal on to the consumer and shall provide compensation to the consumer. This shall not prevent consumers from relying on remedies based on contract law, as applicable under Union or national law.
Amendment 203 #
Proposal for a regulation
Article 5
Article 5
Amendment 236 #
Proposal for a regulation
Article 7 – paragraph 2
Article 7 – paragraph 2
2. The manufacturer shall provide the type-approval authority with a signed declaration of conformity as regards the RDE, CO2 ambient temperature correction, OBD, OBM, emission and battery durability, continuous or periodic regeneration, anti-tampering and crankcase requirements as specified in Annex V. The manufacturer shall provide to the type- approval authority a signed declaration of conformity on the use of, including detailed information on all geographical areas and conditions under which adaptive controlsemission and geo-fencing options when the manufacturer selects these optionstechnologies operate if these technologies are present on the vehicle.
Amendment 240 #
Proposal for a regulation
Article 8
Article 8
Amendment 274 #
Proposal for a regulation
Article 10 – paragraph 6
Article 10 – paragraph 6
6. With effect from 1 July 203025, national authorities shall, in the case of new M1, N1 vehicles constructed by small volume manufacturers which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption, energy efficiency or battery durability, prohibit the registration, sale or entry into service of such vehicles.
Amendment 276 #
Proposal for a regulation
Article 10 – paragraph 7
Article 10 – paragraph 7
7. With effect from 1 July 203127, national authorities shall, in the case of new M2, M3, N2, N3 vehicles constructed by small volume manufacturers, which do not comply with this Regulation consider certificates of conformity to be no longer valid for the purposes of registration and shall, on grounds relating to CO2 and pollutant emissions, fuel and energy consumption, energy efficiency or battery durability, prohibit the registration, sale or entry into service of such vehicles.
Amendment 298 #
Proposal for a regulation
Article 14 – paragraph 3 – point h
Article 14 – paragraph 3 – point h
(h) tyre types in respect to tyre abrasion no later than end of 2024;
Amendment 305 #
Proposal for a regulation
Article 14 – paragraph 4 – subparagraph 1 – point h
Article 14 – paragraph 4 – subparagraph 1 – point h
(h) the methods to measure tyre abrasion in order to monitor tyre abrasion rates no later than end of 2024;
Amendment 313 #
(t) methods to measure tyre abrasion no later than end of 2024;
Amendment 327 #
Proposal for a regulation
Article 15 – paragraph 2 – point b
Article 15 – paragraph 2 – point b
(b) setting out abrasion limits for tyre types in Annex I referring tono later than end of 2024, taking into account the work performed in the UN World Forum for Harmonisation of Vehicle Regulations (WP29);
Amendment 332 #
Proposal for a regulation
Article 18 – paragraph 1
Article 18 – paragraph 1
1. By 1 September 203028, Member States shall inform the Commission of the application of this Regulation.
Amendment 333 #
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
2. By 31 SeptDecember 20310, on the basis of the information supplied in accordance with paragraph 1, the Commission shall submit to the European Parliament and to the Council an evaluation report onCommission shall review the effectiveness and impact of this Regulation, and submit a report to the European Parliament and to the Council with the results of the review. In its review, the Commission shall in particular assess the contribution by this Regulation to meeting the air pollution standards laid down in [COM/2022/542 final recast proposal of Ambient Air Quality Directive]. Where, in that assessment, it concludes that this Regulation does not provide a sufficient contribution to meeting those application of this Regulation. ir pollution standards, the Commission shall review this Regulation, in particular with regard to the vehicle emission limits set out in Annex I.
Amendment 357 #
Proposal for a regulation
Article 20 – paragraph 3
Article 20 – paragraph 3
It shall apply from 1 July 203025 for M1, N1 vehicles constructed by small volume manufacturers.
Amendment 359 #
Proposal for a regulation
Article 20 – paragraph 4
Article 20 – paragraph 4
Amendment 361 #
Proposal for a regulation
Annex I – table 1
Annex I – table 1
Euro 7 exhaust emission limits for M1, N1 vehicles with internal combustion engine Pollutant M1, N1 Only for N1 Emission Emission emissions vehicles vehicles budget for budget for with power all trips less all trips less to mass than 10 km than 10 km ratio1 less for M1, N1 only for N1 than 35 vehicles vehicles kW/t with power kW/t to mass ratio less than 35 kW/t per km per km per trip per trip NOx in mg 630 745 6 300 750 450 PM in mg 2 4.5 4.5 2 45 20 4520 PN10 in # 61×1011 61×1011 6 1×1012 6 1×1012 CO in mg 5400 6300 5 4000 6300 THC in mg 6000 NMOG 100 13045 1000 1300 NMHC in 45 250 250 HCHO 685 9 10 68 50 900 mg 100 NH3 in mg 210 10 -100 200 - 100 CH4+N20 in 45 55 450 550 mg ______________________ 1. Measured in accordance with paragraph 5.3.2. of UN/ECE Regulation No 85 in the case of ICEVs and PEVs, or, in all other cases, measured in accordance with one of the test procedures laid down in paragraph 6 of UN Global Technical Regulation 21
Amendment 364 #
Proposal for a regulation
Annex I – table 2
Annex I – table 2
Euro 7 exhaust emission limits for M2, M3, N2 and N3 vehicles with internal combustion engine and internal combustion engines used in those vehicles Pollutant Cold Hot Emission Optional emissions emissions2 emissions3 budget for idle all trips less emission than limits4 3*WHTC long per kWh per kWh per kWh per hour NOx in mg 350175 90 150 5000 PM in mg 12 8 10 PN10 in # 5x1011 21x1011 32x1011 CO in mg 31500 200 2700 NMOG in 50 75 200 mg 150 mg NH3 in mg 65 65 70 65 CH4 in mg 500 350 500 85 50 30 N2O in mg 160 10060 140 HCHO in 30 30 mg mg ______________________ 2. Cold emissions refers to the 100th percentile of moving windows (MW) of 1 WHTC for vehicles, or WHTCcold for engines 3. Hot emission refers to the 90th percentile of moving windows (MW) of 1 WHTC for vehicles or WHTChot for engines 4. Applicable only if a system is not present that automatically shuts down the engine after 300 seconds of continuous idling operation (once the vehicle is stopped and brakes applied)
Amendment 366 #
Proposal for a regulation
Annex I – table 3
Annex I – table 3
Euro 7 evaporative emission limits for petrol fuelled M1, N1 vehicles Pollutant emissions M1, N1 with maximum N1 with maximum mass mass up to 2650 kg equal or more than 2650 kg Evaporative emissions (in 0.530 g at worst day + hot 0.750 g at worst day + hot hot soak + 2 day diurnal soak soak test) Refuelling emissions 0.05 g/L of fuel 0.05 g/L of fuel
Amendment 367 #
Proposal for a regulation
Annex II – table 1 – part 1
Annex II – table 1 – part 1
Euro 7 Minimum performance requirements (MPR) for battery durability for M1 vehicles Battery energy Start of life to 5 Vehicles more Vehicles up to based MPR years or 100 000 than 5 years or additional km whichever 100 000 km, and lifetime* comes first up to whichever comes first of 810 years or 16240 000 km OVC-HEV 80% 70% PEV 80% 70% 5% until 70% until 31/12/2029, 90% 31/12/2029, 80% from 01/01/2030 from 01/01/2030 onwards onwards PEV 85% until 70% until 31/12/2029, 90% 31/12/2029, 80% from 01/01/2030 from 01/01/2030 onwards onwards
Amendment 372 #
Proposal for a regulation
Annex II – table 2
Annex II – table 2
Euro 7 Minimum performance requirements (MPR) for battery durability for N1 vehicles Battery energy Start of life to 5 Vehicles more Vehicles up to based MPR years or 100 000 than 5 years or additional km whichever 100 000 km, and lifetime* comes first up to whichever comes first of 810 years or 16240 000 km OVC-HEV 75% 65% PEV 75% 65% 85% until 70% until 31/12/2029, 90% 31/12/2029, 80% from 01/01/2030 from 01/01/2030 onwards onwards PEV 85% until 70% until 31/12/2029, 90% 31/12/2029, 80% from 01/01/2030 from 01/01/2030 onwards onwards
Amendment 374 #
Proposal for a regulation
Annex III – table 1
Annex III – table 1
Conditions for testing compliance of M1, N1 vehicles with exhaust emission limits with any market fuel and lubricant within the specifications issued by the manufacturer of the vehicle Parameter Normal driving Extended driving conditions conditions* Extended driving divider - - 1.6 (applies to measured emissions only during the time when one of ther more of the conditions set out in this this column applies) Ambient temperature 0 -7°C to 35°C -10°C to 0-7°C or 35°C to 45°C 45°C Maximum altitude 7 1600 m More than 71600 m and below 1 82200 m Maximum speed Up to 14560 km/h Between 145 and 160 km/hAbove 160 km/h Towing/aerodynamic Not allowed Allowed according to modifications manufacturer specifications and up to the regulated speed. Auxiliaries Possible as per normal - use Maximum average wheel Lower than 20% of Higher than 20% of power during first 2 km maximum wheel power maximum wheel power after cold start Trip composition use Trip composition Any trip, budget applies Any- - for first 10 km Minimum mileage 103 000 km Between 3 000 and 15 000 000 km ______________________ * The same emission strategy shall be used when a vehicle is run outside those conditions, unless there is a technical reason approved by the type approval authority.
Amendment 378 #
Proposal for a regulation
Annex III – table 2
Annex III – table 2
Conditions for testing compliance of M2, M3, N2 and N3 vehicles with exhaust emission limits with any market fuel and lubricant within the specifications issued by the manufacturer of the vehicle Parameter Normal driving Extended driving conditions conditions* Extended driving divider - 2 (applies to measured emissions only during the time when one of ther more of the conditions set out in this this column applies) Ambient temperature -7°C to 35°C -10°C to -7°C or 35°C to 45°C Maximum altitude 1600 m From 1 600 to 1 82200 m Towing/aerodynamic Not allowed Allowed according to modifications manufacturer specifications and up to the regulated speed. Vehicle Payload Higher or equal than Less than 10% 10%Vehicle Payload Any Auxiliaries Possible as per normal - use Internal Combustion Any Engine Loading at cold start Trip composition As per usual use - Minimum mileage 53 000 km for <16t TPMLM Between 3 000 km and 53 000 km TPMLM 000 km for <16t TPMLM 106 000 km for >16t TPMLM Between 3 0600 km and 106 000 km TPMLM 000 km for > 16t TPMLM TPMLM ______________________ * The same emission strategy shall be used when a vehicle is run outside those conditions, unless there is a technical reason approved by the type approval authority.