[ParlTrack]

Proposal for a regulation
Recital 2

(2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic ~~growth~~development is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on ~~some~~vulnerable and disadvantaged groups, such as low-income households and persons, older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 3

(3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. By adopting the Glasgow Climate Pact in November 2021, its Parties recognised that keeping the increase in the global average temperature to 1,5°C above pre-industrial levels would significantly reduce the risks and impacts of climate change, and committed to strengthen their 2030 targets by the end of 2022 in order to accelerate climate action in this critical decade and to close the ambition gap with the 1,5°C target. However, by the end of 2022, no Party had revised their National Determined Contribution (NDC). Notes in this regard that the Council stated in its conclusions of 24 October 20221a that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of ‘Fit for 55’ package, to update, as appropriate, the NDC of the EU and its Member States, in line with § 29 of the Glasgow Climate Pact to reflect how the final outcome of the essential elements of ‘Fit for 55’ package implements the EU headline target as agreed by the European Council in December 2020. __________________ 1a Council conclusions on the Preparations for the 27th Conference of the Parties (COP27) of the United Nations Framework Convention on Climate Change (UNFCCC), 24 October 2022.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 4

(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined the target of economy-wide climate neutrality ~~by 2050~~as soon as possible and by 2050 at the latest and of achieving negative emissions thereafter in legislation. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. On the basis of science- based assessment addressing both fairness and feasibility, the European Scientific Advisory Board on Climate Change recommends that the EU boost its emission reductions of 90-95% by 2040 relative to 1990. __________________ 11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 5

(5) All sectors of the economy ~~are expect~~need to contribute to achieving those emission reductions, in~~cluding the road transport sector~~ particular the road transport sector, which is the only sector in the EU in which emissions have consistently trended upwards since 1990. Heavy-duty vehicles are currently responsible for more than a quarter of greenhouse gas emissions from road transport in the Union and for over 6% of Union's total greenhouse gas emissions, more than those from aviation or maritime transport.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 7

(7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector, where electrification can be combined with the use of ~~fossil-fre~~renewable hydrogen to replace fossil fuels. __________________ 13 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM(2022)230 final of 18.5.2022.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 8

(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. In order to achieve this objective, emission reductions not achieved in one sector, will have to be found in another, where decarbonisation is more challenging and less cost-effective to achieve and comes with a higher impact on vulnerable or disadvantaged groups.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. ~~Those targets should be set at a level that~~ Considering the average lifetime, it is necessary to ensure that all heavy-duty vehicles put on the Union market as of 2040 be fully zero-emissions. Setting an end date for the sale of new vehicles equipped with combustion engines is the only way of ensuring that the entire EU fleet can become fully zero-emissions before 2050. Ambitious targets will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market ~~and to~~, stimulate innovation in zero- emission technologies in a cost- efficient way, ensure European companies maintain a leading position on the global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfil its climate and air pollution objectives.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 10 a (new)

(10a) According to the latest information provided by the European Environment Agency (EEA), 97% of the urban population in the Union in 2021 was exposed to concentrations of fine particulate matter above the health-based guideline level set by the World Health Organization1a. In 2020 in Europe, 275 000 premature deaths were attributable to exposure of high concentrations of particulate matter, and 64 000 premature deaths were attributable to exposure of high NO2 concentrations1b. By accelerating the roll-out of zero-emission vehicles, strengthened CO2 emission reduction requirements will have an added value in contributing to reduce air pollution from road transport, thereby saving lives and improving the health of the population. __________________ 1a Europe's Air Quality Status 2023, European Environment Agency (2023 1b Health impacts of air pollution in Europe, European Environment Agency (2023)

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, ~~it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure tha~~some room should be given in the short zter~~o-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorri~~m to account for particular niche uses. This may include uses such as vehicles for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. ~~In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur~~The 2028 review clause should assess the possibility of applying CO2 targets also for niche uses and uncertified vehicles.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 17

(17) With the stricter Union fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEV incentive mechanism should therefore be amended with a view to only incentivise zero-emission vehicles as of 2025, to be aligned with current market developments, and to have it fully removed as of 2030.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 21 – paragraph 4

As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, and small buses with a maximum mass lower than 7,5 t~~, and small lorries with a maximum mass lower than 5t~~.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 21 – paragraph 5

~~Vocational vehicles, such as garbage trucks, tippers or concrete mixers, should continue to be exempted from the calculation of average specific CO2 emissions of manufacturers.~~deleted

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 25 a (new)

(25a) CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in Europe. CO2 emissions from vocational vehicles represent around 5% of heavy-duty vehicles emissions and around 10% of sales. As they mostly operates in cities, vocational vehicles also significantly impact urban air quality. Most of those vehicles run on low mileage and with predictable routes, and are being stored overnight in depots, thereby making it easier for operators to run zero-emission vehicles. CO2 emissions reduction targets should therefore also apply to those vehicles.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 25 b (new)

(25b) CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7,4t which cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under that segment are already mature and cost- efficient. That segment includes many urban delivery trucks supplying stores, such as supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 26

(26) Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of 100% new zero-emission urban buses should be set in 2030.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 27

(27) ~~A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, including in rural areas.~~ The increased supply of zero- emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. ~~Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles.~~ Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. __________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a).

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 28

(28) The zero- ~~and low-~~emission factor should last be applied for the reporting period of the year 2029, because it is no longer considered necessary after that time as an incentive to promote the market entrance of zero-emission vehicles.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Recital 32

(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. Nevertheless, manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039, and emission credits that are not used within five years after they have been acquired should automatically expire, so as to avoid locking-in a low ambition.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 1

Regulation (EU) 2021/1119
Article 1 – paragraph 1

1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's target of reducing its greenhouse gas emissions, as laid down in Regulation (EU) 2018/84223 , achieve economy-wide climate neutrality by 2050 as enshrined in Regulation (EU) 2021/111923a and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market. __________________ 23 Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 16, 19.6.2018, p. 26. 23a Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1). 24 OJ L 282, 19.10.2016, p.4.

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point a

(a) a heavy-duty motor vehicle with ~~not more~~ out an internal combustion engine, or with an ~~5 g/(t∙km) or 5 g/(p∙km) of CO2 emissions~~internal combustion engine that emits less than 1gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/2400;

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point b

(b) a heavy-duty motor vehicle ~~fulfilling the conditions of point 1.1.4 of Annex I to this Regulation~~without a combustion engine or with a combustion engine emitting not more than 1 gCO2/(t.km) or 1 gCO2/(p.km) as determined in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN

Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 11 – point b a (new)

(ba) a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7, 4t without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;

2023/07/07
Committee: ENVI

Nikolaj VILLUMSEN