Activities of Laura HUHTASAARI related to 2021/0197(COD)
Plenary speeches (1)
Binding annual greenhouse gas emission reductions by Member States (Effort Sharing Regulation) - Land use, land use change and forestry (LULUCF) - CO2 emission standards for cars and vans (joint debate – Fit for 55 (part 2))
Amendments (70)
Amendment 36 #
Proposal for a regulation
–
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The European Parliament rejects the Commission’s proposal.
Amendment 39 #
Proposal for a regulation
Recital 1 a (new)
Recital 1 a (new)
(1a) In terms of methodology, EU legislation in recent years has increasingly involved a scientifically unacceptable merging of the topics of environmental protection and climate change. While environmental protection is concrete and measurable and, as a rule, it is possible to assign responsibilities for environmental pollution directly, climate change inevitably entails working with future-oriented modelling, which cannot take every relevant factor into account. For this reason, both questions of responsibility and issues relating to future scenarios have to remain vague. In contrast to the very concrete impacts of the measures for supposed climate protection, which jeopardise our prosperity and our way of life and thus our society, the impacts of assumed anthropogenic temperature increases are the subject of scientific dispute and therefore their extent must be discussed. As important as the discussion of climate issues is alongside environmental protection, it is therefore just as clear that the attempt to bring about a total societal and economic transformation in the name of the climate, at the expense of prosperity, freedom, jobs and social cohesion, must be stopped.
Amendment 40 #
Proposal for a regulation
Recital 1 b (new)
Recital 1 b (new)
(1b) The terms ‘zero-emission’ and ‘zero-emission vehicles’ are defined inadequately in current EU legislation as, contrary to valid physical laws, they imply zero-emission mobility, which does not exist.
Amendment 41 #
Proposal for a regulation
Recital 1 c (new)
Recital 1 c (new)
(1c) Emissions from cars and light commercial vehicles must cover all aspects of pollutant emission, which means emissions during the manufacture of motor vehicles, the effort required to provide propulsion energy from primary energy generation to provision for the vehicle (‘well-to-wheel’ approach), the chain of effects from absorbed energy to conversion into kinetic energy (‘wheel-to- tank’ approach), further emissions during driving (especially wear and tear to tyres and brakes) and emissions during the disposal of a motor vehicle. This approach of including the entire supply chain is taken into account as a matter of course in all other sectors of EU legislation with regard to sustainability. Not to pursue this approach specifically for electric cars is quite simply a politically motivated decision.
Amendment 42 #
Proposal for a regulation
Recital 1 d (new)
Recital 1 d (new)
(1d) Owing to the currently unscientific definitions of ‘zero-emission’ and ‘zero- emission vehicles’, which therefore cannot be used for either environmental protection policy or climate policy justifications, the fines for manufacturers referred to as an ‘excess emissions premium’ should be suspended until the Commission has submitted to the European Parliament and to the Council, as laid down in Article 7(10) of Regulation (EU) 2019/631, a system for measuring emissions in cars and light commercial vehicles that is viable as it is comprehensive, verifiable and compliant with physical laws.
Amendment 43 #
Proposal for a regulation
Recital 1 e (new)
Recital 1 e (new)
(1e) In the context of the Green Deal, the requirement to ‘leave no one behind’ should not mean that, as is euphemistically stated in recital 12 of Regulation (EU) 2019/631, entire industries and the jobs associated with them are first destroyed and the resulting social upheaval is subsequently dealt with by taking the scattergun approach and using taxpayers’ money to pay out money to millions of affected people and to organise retraining for sham jobs that do not exist. Instead, politicians must strive to keep these people in work so that they can earn a living for their families.
Amendment 44 #
Proposal for a regulation
Recital 1 f (new)
Recital 1 f (new)
(1f) In accordance with the Treaty of Lisbon (Article 3(3) TEU), the EU works for the sustainable development of Europe based on balanced economic growth and price stability, a highly competitive social market economy, aiming at full employment and social progress, and a high level of protection and improvement of the quality of the environment. Scientific and technical progress should be promoted.
Amendment 45 #
Proposal for a regulation
Recital 1 g (new)
Recital 1 g (new)
(1g) The requirements of the Treaty of Lisbon should apply to all branches of the economy and industry. Any attempt to carry out a covert paradigm shift towards a socialist planned economy at the subordinate EU legislative level, however noble the motives behind this may be (all the way up to ‘saving the planet’), in which market diversity, the interplay between supply and demand, entrepreneurial freedom and customer wishes are curtailed and unduly restricted must be resolutely opposed. This is especially true where the cost-benefit ratio is just like it is for electric cars. There is a risk that entire branches of the economy will be relocated, which will involve job losses and, at the same time, higher CO2 emissions since any additional power consumption must increase the share of fossil fuels as there will be insufficient storage technology available.
Amendment 46 #
Proposal for a regulation
Recital 1 h (new)
Recital 1 h (new)
(1h) Politicians, or rather national and supranational institutions, should set the framework for market economy activity but should not intervene in market economy processes themselves as a rule.
Amendment 47 #
Proposal for a regulation
Recital 1 i (new)
Recital 1 i (new)
(1i) In accordance with Article 3 TEU, companies should themselves advance scientific and technical progress, for which free enterprise and an openness to different technological ideas are absolutely essential. A one-sided focus on one technology, such as on cars with electric drives should be rejected, especially since it is already evident that this technology is not marketable without political regulations and laws.
Amendment 48 #
Proposal for a regulation
Recital 1 j (new)
Recital 1 j (new)
(1j) In a free market economy, consumer sovereignty, which is to say the maximum possible consideration for customer wishes, and entrepreneurial freedom must be very highly valued.
Amendment 49 #
Proposal for a regulation
Recital 1 k (new)
Recital 1 k (new)
(1k) With regard to mobility with passenger cars and light commercial vehicles, corresponding customer wishes such as range, comfort, reliability, performance, safety and aesthetics must be taken into account.
Amendment 50 #
Proposal for a regulation
Recital 1 l (new)
Recital 1 l (new)
(1l) In recent decades, manufacturers have made considerable progress in developing environmentally friendly technologies that have improved air quality in a verifiable and measurable way, while exercising their entrepreneurial freedom.
Amendment 51 #
Proposal for a regulation
Recital 1 m (new)
Recital 1 m (new)
(1m) In the future too, the urge to innovate that manufacturers have with the development of vehicles that particularly take into account economy, environmental protection, safety, comfort, range, availability of raw materials and the preservation of jobs should not be prevented by unilateral and excessive EU legislation.
Amendment 52 #
Proposal for a regulation
Recital 1 n (new)
Recital 1 n (new)
(1n) The vehicle manufacturer and related supplier industries in the EU Member States are currently directly responsible for 2.6 million jobs, 915 000 of them in Germany alone, and indirectly responsible for a total of 12.6 million jobs throughout the EU1a with significant value creation, which should not be jeopardised recklessly. An analysis by the German Government in April 20201b revealed that up to 440 000 jobs in Germany alone will be at risk from the prescribed ‘structural change’ by 2030. _________________ 1aSee https://www.acea.auto/files/ACEA_Pocket _Guide_2021-2022.pdf#page=6, p. 7 1bReply by the German Government of 3 April 2020 to a parliamentary question put by the FDP, document 19/18027, p. 9, https://dserver.bundestag.de/btd/19/185/19 18518.pdf
Amendment 53 #
Proposal for a regulation
Recital 1 o (new)
Recital 1 o (new)
(1o) There must be no hidden agenda to eliminate individual mobility, for example by banning existing cars and light commercial vehicles while, at the same time, making it impossible to replace entire fleets with cars and light commercial vehicles that have alternative drive systems due to a lack of infrastructure, inadequate energy supply or exorbitant prices for a large number of citizens and consumers.
Amendment 54 #
Proposal for a regulation
Recital 1 p (new)
Recital 1 p (new)
(1p) Individual mobility brings freedom and prosperity and preserves the lifestyle of many Europeans.
Amendment 55 #
Proposal for a regulation
Recital 1 q (new)
Recital 1 q (new)
(1q) Roads, like other transport links, are the arteries of our industry, carrying the people and goods that keep our economy moving and thriving. Therefore, restrictions on individual mobility always entail a loss of prosperity, which must be avoided.
Amendment 56 #
Proposal for a regulation
Recital 1 r (new)
Recital 1 r (new)
(1r) It cannot be a good idea to massively restrict individual mobility by banning and placing undue restrictions on existing technologies and, at the same time, promoting immature technologies that currently do not have an adequate infrastructure or corresponding energy supply, when this also cannot be compensated for by models such as car sharing or car pooling and, what is more, must be rated as an infringement of ownership rights.
Amendment 57 #
Proposal for a regulation
Recital 1 s (new)
Recital 1 s (new)
(1s) As long as there are no suitable alternatives that, instead of increasing CO2 emissions and shifting the place of emission, meet the criteria of economic efficiency, cost effectiveness, competitiveness and customer wishes, it serves no purpose to place a massive restriction or even ban on existing technologies such as the current internal combustion engine, a technology that has so far contributed to air pollution control with astonishing innovation. Rather, the focus should be on providing the framework for improving the existing drive technology and, where appropriate, furnishing this with alternative or synthetic fuels and giving companies the opportunity to invest in completely new technologies.
Amendment 58 #
Proposal for a regulation
Recital 1 t (new)
Recital 1 t (new)
(1t) The individual mobility of all citizens can only be ensured through adequate provision of a transport infrastructure that does not overload the energy supply, be this for cars and light commercial vehicles with internal combustion engines or for corresponding vehicles with other drive technologies.
Amendment 59 #
Proposal for a regulation
Recital 1 u (new)
Recital 1 u (new)
(1u) In the transport sector, a one-sided technology preference that restricts individual mobility, jeopardises millions of jobs in the EU, entails a loss of prosperity and prevents potential innovations in the future must not become law.
Amendment 60 #
Proposal for a regulation
Recital 2
Recital 2
(2) Tackling climate and environmental and climate-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on the “European Green Deal”23, adopted by the Commission on 11 December 2019. The necessity and value of the European Green Deal have only grown in light of the very severe effects of the COVID-19 pandemic on the health and economic well-being of the Union’s citizensis largely ideology-driven European Green Deal has nothing to do with the COVID crisis. Any attempt to link environmental protection and climate directly to the COVID crisis is unscientific, misleading and dishonest. _________________ 23 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019.
Amendment 63 #
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achievingthe assumed achievement of climate neutrality in the EU by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society, with a modernlargely runs counter to the goals of growth, prosperity, competitiveness, resource- efficientcy and competisocial justivce economy, where economic growth 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 disadvantaged groups, such as 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 behas it consistently disregards fundamental laws of a free market economy. A ‘transition’ to a supposedly better society is a moral valuation of politics and legislation over the head of the sovereign state, so this terminology should be rejected. In the context of the Green Deal, the requirement to ‘leave no one behind’ should not mean that, as stated euphemistically in recital 12 of Regulation (EU) 2019/631, entire industries and the jobs associated with them are first destroyed and the resulting social upheaval is subsequently dealt with by taking a scattergun approach and using taxpayers’ money to pay out money to millions of affected people and to organise retraining for jobs that do not exist. Instead, these people should be kept in work so that they can earn a livindg.
Amendment 71 #
Proposal for a regulation
Recital 4
Recital 4
(4) The Union has placed itself and its citizens under pressure, with no regard for external factors and therefore recklessly and unnecessarily, by committeding 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.
Amendment 73 #
Proposal for a regulation
Recital 5
Recital 5
(5) In Regulation (EU) [--] of the European Parliament and of the Council24 the Union hassubsequently enshrined the target of economy-wide climate neutrality by 2050 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. _________________ 24Regulation (EU) […/…] of […] 2021 of the European Parliament and of the Council establishing the framework for achieving climate neutrality and amending Regulation (EU) 2018/1999 (European Climate Law), [OJ L, …/… .].
Amendment 78 #
Proposal for a regulation
Recital 6
Recital 6
(6) AConsequently, all sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector.
Amendment 80 #
Proposal for a regulation
Recital 7
Recital 7
(7) The measures set out in this Regulation are the consequence of this ideology-based politics, according to which the measures are necessary as part of a coherent and consistent framework that is indispensable for achieving the overall objective of the Union to reduce net greenhouse gas emissions.
Amendment 88 #
Proposal for a regulation
Recital 8
Recital 8
(8) In order to achieve aA reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthenwhich has been self- imposed without regard for scientifically verifiable factors, also raises questions in relation to the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
Amendment 96 #
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providingRegulation (EU) 2019/631 lays down CO2 emission reductions for cars and light commercial vehicles. Low- emission vehicles should deliver benefits to consumers and citizens in terms of air quality and energy savings, as well as. It should be ensuringed that innovation in the automotive value chain can be maintained. Within the global context, also the EU automotive chain must be a leading actor CO2 emission reduction standards are technology neutral in reaching the on- going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards are technology neutral in reaching thefleet- wide targets that they set. Describing a technology that merely relocates CO2 emissions as ‘zero-emission’ makes every effort to reduce CO2 absurd. Different technologies are and remain available to reach fleet- wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide target. Zero-emission vehicle. In accordance with Article 7(10) of Regulation (EU) 2019/631, low-emission vehicles must be defined independently of their drive system based on a comprehensive vehicle emission measurement system to be developed by the Commission as soon as possible and no later than 2023. This system must include the entire supply chain and thus take full and comprehensive account of all emissions created in the manufacture of the vehicle, the emissions cdurrently include batting driving including the emissions of the energy electric vehicles, fuel-cellthis requires and the energy source, and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, can continue to play a role in the transition pathway emissions resulting from disposal. It must also highlight the corresponding changes that are to be made to other EU legal texts such as Regulation (EU) 2018/842. As things stand today, if total emissions are measured taking all factors into account, low-emission vehicles can include conventional internal combustion engines with low consumption, which are able to use synthetic or alternative fuels in addition to classic petrol and diesel, battery electric vehicles, fuel-cell or hydrogen powered vehicles and plug-in hybrids, though the Commission has yet to devise a scientifically based system for recording all of a vehicle’s emissions.
Amendment 111 #
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission In the interests of preduiction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that 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 wayability and planning security, as set out in recital 15 of Regulation (EU) 2019/631, and with a view to ensuring reliability and a scientific basis, the Commission, with reference to Article 15(1) of Regulation (EU) 2019/631, must thoroughly review the effectiveness of this Regulation and submit a report to the European Parliament and to the Council with the result of the review no later than 2023. The added value of the measures taken so far in terms of competitiveness, innovation, employment and other factors in the automotive industry and related supplier industry, as stated in recitals 10 and 11 of Regulation (EU) 2019/631, must also be presented in a comprehensible and evidence-based manner.
Amendment 121 #
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of zero-emission vehicles and associatRegulation (EU) 2019/631, either in its current form or as revised, must not lead to the introduction of planned techonologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategymy measures that contravene the Treaty of Lisbon, more precisely Article 3(3) TEU and Articles 119, 120 and 127 TFEU. The insistence on apparently any kind of manufacturing of ‘zero-emission’ vehicles contradicts valid physical laws. Promising technologies for the future and the further improvement of existing technologies should not be prevented by unilateral and excessive EU legislation.
Amendment 135 #
Proposal for a regulation
Recital 12
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including bySince neither the EU Member States nor the European Union have undergone a change of system since the adoption of the currently valid Treaty of Lisbon, and the Treaty of Lisbon, which has applied to both the EU Member States, and also buildthe institutions onf the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive Union since 2009, has not been amended, it is not permissible to contradict the principle of the rule of law, which would be downright dangerous, by speaking of a supposedly necessary ‘transition’ or a ‘transition pathway’ for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero- emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re-skilling of workers and reconversion of activities. The progress report will also build on the two-year progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021even of ‘economic and societal transformations required’ (for the latter, see recital 4 of Regulation (EU) 2019/631). The Commission is obliged under Article 15 of Regulation (EU) 2019/631 to submit a report to the European Parliament and to the Council with the result of the review of the effectiveness of this Regulation in 2023. In this report, the Commission can make proposals for its adaptation and present the current state of innovation. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable low-emission mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its 2023 evaluation report and future progress reports.
Amendment 154 #
Proposal for a regulation
Recital 13
Recital 13
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in Directive 2014/94/EU of the European Parliament and of the Council27. If, within the framework of the existing market economy as referred to in Article 3(3) TEU and in Articles 119, 120 and 127 TFEU, the demand for vehicles with alternative drive systems, whatever type of technology these may be, happens to grow due to legal requirements that reflect the political will and due to changing customer wishes and business decisions, the roll-out of recharging and refuelling infrastructure and the corresponding security of supply must be ensured. Otherwise, political and legislative support for technologies that have not yet reached appropriate market maturity will lead to a forced reduction of vehicles due to a lack of infrastructure and/or a lack of energy supply. Corresponding EU legal texts such as Directive 2014/94/EU of the European Parliament and of the Council27 or Directive (EU) 2018/2001 of the European Parliament and of the Council27a should be adapted accordingly. _________________ 27 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). 27aDirective (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (OJ L 328 21.12.2018, p. 82).
Amendment 172 #
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission vehicles in a cost-efficient mannerwith low-emission vehicles over time, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.
Amendment 178 #
Proposal for a regulation
Recital 15
Recital 15
Amendment 194 #
Proposal for a regulation
Recital 17
Recital 17
(17) The emission reduction effort required to achieve the EU fleet-wide targets is distributed amongst manufacturers by using a limit value curve based on the average mass of the EU fleet of new vehicles and of the manufacturer’s new vehicle fleet. While it is appropriate to maintain this mechanism, it is necessary to prevent that with the stricter EU fleet-wide targets, the specific emission target for a manufacturer would become negative. For that reason, it is necessary to clarify that where such a result occurs, the specific emission target should be set to 0 g CO2/kmThe fleet-wide targets laid down in Regulation (EU) 2019/631 and the associated system of comprehensive vehicle emission measurement must be reviewed by the Commission by 2023, in accordance with Article 15(1) of Regulation (EU) 2019/631.
Amendment 196 #
Proposal for a regulation
Recital 18
Recital 18
Amendment 207 #
Proposal for a regulation
Recital 22
Recital 22
Amendment 209 #
Proposal for a regulation
Recital 23
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 2026. For this review, all aspects considered in the two yearly reporting should be considered3, in accordance with Article 15(1) of Regulation (EU) 2019/631.
Amendment 216 #
Proposal for a regulation
Recital 24
Recital 24
Amendment 222 #
Proposal for a regulation
Recital 25
Recital 25
Amendment 229 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a (new)
Article 1 – paragraph 1 – point 1 – point -a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 3 a (new)
Article 1 – paragraph 3 a (new)
(-a) the following paragraph is inserted: ‘(3a) In accordance with Article 7(10) of Regulation (EU) 2019/631, low-emission vehicles must be defined independently of their drive system. Accordingly, as soon as possible and no later than 2023, the Commission must develop a comprehensive vehicle emission measurement system. This system must include the entire supply chain and thus take full and comprehensive account of all emissions created in the manufacture of the vehicle, the emissions during driving including the emissions of the energy this requires and the energy source and fuel-independent emissions such as wear and tear to brakes and tyres, and the emissions resulting from disposal. It must also highlight the corresponding changes that are to be made to other EU legal texts such as Regulation (EU) 2018/842. As things stand today, if total emissions are measured transparently taking all factors into account, low-emission vehicles can include conventional internal combustion engines with low consumption, which are able to use synthetic or alternative fuels in addition to classic petrol and diesel, battery electric vehicles, fuel-cell or hydrogen powered vehicles and plug-in hybrids, though a scientifically based system for recording all the emissions of a vehicle has yet to be devised by the Commission.’
Amendment 250 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a
Article 1 – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Article 1 – paragraph 5
Article 1 – paragraph 5
Amendment 269 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5 a (new)
Article 1 – paragraph 5 a (new)
Amendment 287 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point c
Article 1 – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Article 1 – paragraph 6
Article 1 – paragraph 6
Amendment 294 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point c
Article 1 – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Article 1 – paragraph 6
Article 1 – paragraph 6
(c) paragraph 6 is replaced by the following: ‘(6) From 1 January 2025, a zero- and low- emission vehicles’ benchmark equal to a 15 % share of the respective fleets of new passenger cars and new light commercial vehicles shall apply in accordance with points 6.3 of Parts A and B of Annex I, respectively .’ Or. de (https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:02019R0631- 20211202&qid=1642601095382&from=EN)
Amendment 298 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point d Regulation (EU) 2019/631
Article 1 – paragraph 1 – point 1 – point d Regulation (EU) 2019/631
Amendment 303 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point d
Article 1 – paragraph 1 – point 1 – point d
Regulation (EU) 2019/631
Article 1 – paragraph 7
Article 1 – paragraph 7
(d) in paragraph 7 is deleted; (https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:02019R0631-, the introductory part is replaced by the following: ‘(7) From 1 January 2030, the following low-emission vehicles’ benchmarks shall apply in accordance with points 6.3 of Parts A and B of Annex I, respectively:’ Or. de 20211202&qid=1642604086156&from=EN)
Amendment 305 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point d a (new)
Article 1 – paragraph 1 – point 1 – point d a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 7 a (new)
Article 1 – paragraph 7 a (new)
(da) the following paragraph is added: ‘7a. No later than 2028, the comprehensive, harmonised system for measuring emissions from cars and light commercial vehicles, which is to be devised by the Commission in accordance with Article 7(10) of Regulation (EU) 2019/631, shall be used to review the extent to which the CO2 emission reduction targets should be adapted from 2030, taking account of the technologies available at that time.’
Amendment 308 #
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point a – point b
Article 1 – paragraph 1 – point 2 – point a – point b
Regulation (EU) 2019/631
Article 2 – paragraph 1 – point b
Article 2 – paragraph 1 – point b
(b) category N1 as defined in Article 4(1), point (b)(i), of Regulation (EU) 2018/858 and falling within the scope of Regulation (EC) No 715/2007 (‘light commercial vehicles’), which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’); in the case of zerolow- emission vehicles of category N with a reference mass exceeding 2 610 kg or 2 840 kg, as the case may be, they shall, from 1 January 2025, for the purposes of this Regulation and without prejudice to Regulation (EU) 2018/858 and Regulation (EC) No 715/2007, be counted as light commercial vehicles falling within the scope of this Regulation if the excess reference mass is due only to the mass of the energy storage system.
Amendment 309 #
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point b a (new)
Article 1 – paragraph 1 – point 2 – point b a (new)
Regulation (EU) 2019/631
Article 2 – paragraph 4
Article 2 – paragraph 4
(ba) paragraph 4 is deleted;
Amendment 317 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point b a (new)
Article 1 – paragraph 1 – point 3 – point b a (new)
Regulation (EU) 2019/631
Article 3 – paragraph 1 – point m
Article 3 – paragraph 1 – point m
(m) ‘zero- and ba) point (m) is replaced by the following: (m) ‘low-emission vehicle’ means a passenger car or a light commercial vehicle with tailpipe emissions from zero up to 50 g CO2/km, as determined in accordance with Regulation (EU) 2017/1151; (https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:02019R0631-using the comprehensive emission measurement system to be developed by the Commission no later than 2023, in accordance with Article 1(3a); Or. de 20211202&qid=1642604086156&from=EN)
Amendment 342 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 6 – paragraph 1 a (new)
Article 6 – paragraph 1 a (new)
(4a) in Article 6, the following paragraph is inserted: ‘The pool may include - the category of vehicles registered as M1 and N1 for the same manufacturer; - the category of vehicles registered as M1 for two or more manufacturers; - the category of vehicles registered as N1 for two or more manufacturers; - the category of vehicles registered as M1 and N1 for two or more manufacturers.’
Amendment 345 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 - point a a (new)
Article 1 – paragraph 1 – point 5 - point a a (new)
Regulation (EU) 2019/631
Article 7 – paragraph 10 a (new)
Article 7 – paragraph 10 a (new)
(aa) the following paragraph is inserted: ‘10a. In addition to the criteria laid down in Regulation (EU) 2019/1020, electric cars should only be considered sustainable if they have replaceable batteries.’
Amendment 347 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)
Article 1 – paragraph 1 – point 5 b (new)
Regulation (EU) 2019/631
Article 8 – paragraph 2 – subparagraph 1
Article 8 – paragraph 2 – subparagraph 1
Amendment 369 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EU) 2019/631
Article 11 – paragraph 1 – subparagraph 3
Article 11 – paragraph 1 – subparagraph 3
(6a) in Article 11(1), the third sentence is replaced by the following: The total contribution of those technologies to reducing the average specific emissions of CO2 of a manufacturer may be up to 720 g CO2/km. (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02019R0631-20211202)’ Or. de
Amendment 374 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EU) 2019/631
Article 12 – paragraph 1
Article 12 – paragraph 1
Amendment 386 #
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility2023 at the latest, pursuant to Article 1(3)(a) of this Regulation based on Article 15(1) of Regulation (EU) 2019/631, the Commission shall develop a vehicle emission measurement system which covers the entire supply chain and which comprehensively and fully addresses all emissions generated during manufacture of the vehicle, emissions during driving including emissions associated with the necessary energy and the source of energy, and fuel- independent emissions such as brake dust and tyre abrasion as well as emissions generated during disposal, and which highlights the amendments that must be made in this connection to other EU legislative texts, such as Regulation (EU) 2018/842. Hereinafter, by 31 December 2025, and every two years thereafter, the Commission shall report on compliance with the stipulated emission reduction targets in the field of road mobility, incorporating any amendments made to this Regulation until that date. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
Amendment 418 #
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point -a (new)
Article 1 – paragraph 1 – point 10 – point -a (new)
Regulation (EU) 2019/631
Article 15 – paragraph – -1 (new)
Article 15 – paragraph – -1 (new)
(-a) The following paragraph is inserted: ‘(-1) Pursuant to Article 15(1) of Regulation (EU) 2019/631, the Commission shall, in 2023, thoroughly review the effectiveness of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. In accordance with Article 7(10) of Regulation (EU) 2019/613, and in the interest of predictability, transparency and planning security, by 2023 the Commission shall be obliged to develop a new vehicle emission measurement system intended to create a new incentive system for the manufacture of environmentally friendly yet powerful cars and light commercial vehicles which reflects the actual emissions of cars and light commercial vehicles, which takes due account of reference values such as the weight of a vehicle, and which assesses all drive systems currently available in a fair and transparent manner in respect of their environmental impact and thus creates a level playing field for the development of different drive systems, with due regard for cost- effectiveness, competitiveness and environmental protection. This new incentive system shall form part of the 2023 report. At the same time, the added value of measures to date in terms of investment costs, marketability, global competition and, in particular, changes in employment figures in the automotive and supplier industries, which was assumed in recitals 10 and 11 of Regulation (EU) 2019/631 but is not yet verifiable through research, should be shown in a transparent and evidence-based manner.’
Amendment 431 #
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a a (new)
Article 1 – paragraph 1 – point 10 – point a a (new)
Regulation (EU) 2019/631
Article 15 – paragraph 2
Article 15 – paragraph 2
(aa) Article 15(2) is replaced by the following: ‘2. In the report referred to in paragraph 1, the Commission shall consider, inter alia, the real-world representativeness of the CO2 emission and fuel or energy consumption values determined pursuant to Regulation (EC) No 715/2007; the deployment on the Union market of zero- and low- emission vehicles, in particular with respect to light commercial vehicles; the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council(2), including their financing; the potential contribution of the use of synthetic and advanced alternative fuels produced with renewable energy to emissions reductions; the CO2 emissions reduction actually observed at the existing fleet level; the functioning of the incentive mechanism for zero- and low-emission vehicles; the potential effects of the transitional measure set out in point 6.3 of Part A of Annex I; the impact of this Regulation on consumers, particularly on those on low and medium incomes; as well as aspects to further facilitate an economically viable and socially fair transition towards clean, competitive and affordable mobility in the Union. The Commission shall, in that report, also identify a clear pathway for further CO2 emissions reductions for passenger cars and light commercial vehicles beyond 2030 in order to significantly contribute to achieving the long-term goal of the Paris Agreement. (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02019R0631- 20211202&lang1=EN&from=EN&lang3=choose&lang2=choose&_csrf=4b5531ea-b401-’ Or. de 40d2-a098-8a500c53295d)
Amendment 441 #
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point b
Article 1 – paragraph 1 – point 10 – point b
Regulation (EU) 2019/631
Article 15 – paragraph 3
Article 15 – paragraph 3
(b) paragraphs 2 to 5 are 3 is deleted,.
Amendment 443 #
(ba) paragraph 5 is deleted;
Amendment 452 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a
Annex I – paragraph 1 – point 1 – point a
Regulation (EU) 2019/631
Annex I – Part A – point 6.1
Annex I – Part A – point 6.1
Amendment 467 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point b
Annex I – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.2
Annex I – Part A – point 6.1.2
Amendment 475 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point c
Annex I – paragraph 1 – point 1 – point c
Regulation (EU) 2019/631
Annex I – Part A – point 6.1.3
Annex I – Part A – point 6.1.3
Amendment 492 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point d
Annex I – paragraph 1 – point 1 – point d
Regulation (EU) 2019/631
Annex I – Part A – point 6.2
Annex I – Part A – point 6.2
Amendment 497 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point e
Annex I – paragraph 1 – point 1 – point e
Regulation (EU) 2019/631
Annex 1 – Part A – point 6.2.2
Annex 1 – Part A – point 6.2.2
Amendment 501 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex I – Part A – point 6.3
Annex I – Part A – point 6.3
Amendment 553 #
Proposal for a regulation
Annex I – paragraph 1 – point 2
Annex I – paragraph 1 – point 2
Regulation (EU) 2019/631
Annex I – Part B
Annex I – Part B