26 Amendments of Angelika WINZIG related to 2021/0197(COD)
Amendment 54 #
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) This regulation forms part of the Union’s objective to reduce emissions from passenger cars and light commercial vehicles as part of the long-term goal of achieving a zero-emission automotive sector. However, the increasing use of low- and zero-emission vehicles risks shifting emission sources in the automotive chain, with the result that focusing solely on tailpipe emissions might lessen the effectiveness of this legislation in reducing emissions at EU level. Given this situation, the Commission needs, by 31 December 2023 at the latest, to draw up a harmonised methodology for reporting the carbon balance of the life-cycle of such vehicles (‘manufacture – use – scrapping’) and the energy consumption (‘extraction/production – transportation – consumption’ or ‘Well-to-Tank’) in order to obtain an overview and thus ensure consistency of the means brought to bear in pursuit of the Union’s climate objectives. This regulation should be reviewed in 2027 to incorporate this extended carbon accounting as a new indicator for the reduction of emissions by the sector which is better able to reflect the true carbon balance of passenger cars and light commercial vehicles.
Amendment 61 #
Proposal for a regulation
Recital 8
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen 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. At the same time, these measures must ensure the competitiveness of the industry concerned and the social acceptance of this transition. __________________ 25 Regulation (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 71 #
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of low- and zero- emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation and competitiveness in the automotive value chain can be maintained. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards are technologically neutral inas reaching the fleet-wide targets that they setgards the achievement of the fixed fleet targets, i.e. Ddifferent technologies are and remain available to reachieve the zero-emission fleet wide targets. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero- and low- emission vehicles, which can also include well -performing plug-in hybrid electric vehicles or vehicles powered by alternative fuels, can continue to play a role in the transition pathway.
Amendment 76 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) At this stage, it can be concluded that no technology is zero-emission or has no impact on the environment. Battery electric vehicles can make an important contribution to climate change mitigation and decarbonisation of the road transport sector but have a lower particulate matter and nitrogen oxide balance compared to conventional vehicles. Rather than justifying thereby the abandonment of the principle of technological neutrality, they should be considered complementary or alternative to other technologies in order to ensure innovation and development and market flexibility. In this context, account should also be taken of the risk of possible supply shortages of the resources needed for the production of battery- powered vehicles, the impact of this transition on the electricity grids and the continued need for a comprehensive roll- out of charging infrastructure. Last but not least, technological neutrality can help to avoid path dependencies.
Amendment 89 #
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets s, at the same time uphould be set at a level that willing the principle of technological neutrality but also delivering a strong signal to accelerate the uptake of low- and zero-emission vehicles on the Union market and to stimulate innovation in low- and zero-emission technologies in a cost- efficient way.
Amendment 100 #
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 low- and zero- emission vehicles and associated technologies and alternative fuels, 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 Social Climate Fund, the Automotive Sector Support Fund, 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 Strategy.
Amendment 114 #
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 by Member States, and also build on 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 low- and zero -emission vehicles should also be addressed in the pathway. The progress made on this comprehensive 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 low- and 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. __________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
Amendment 134 #
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 lower- and zero- emission vehicles in a cost-efficient manner, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.
Amendment 143 #
Proposal for a regulation
Recital 15
Recital 15
(15) With the stricter EU fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more low- and zero-emission vehicles on the Union market. In that context, tThe 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) 2019/631. The ZLEV incentive mechanism should therefore be removed as ofshould be maintained until 2030. Before that date and therefore throughout this decade, the incentive mechanism for ZLEV will continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet. The Commission should also review the conditions and characteristics under which plug-in hybrid vehicles can be included in the EU fleet-wide targets from 2035 onwards and should include this in its proposal to amend this Regulation in accordance with Article 15 – paragraph 1 – subparagraph 2.
Amendment 152 #
Proposal for a regulation
Recital 21
Recital 21
Amendment 163 #
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 20267. For this review, all aspects considered in the two yearlyannual reporting should be considered.
Amendment 167 #
Proposal for a regulation
Recital 24
Recital 24
(24) The possibility to assign the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(5) of Regulation (EU) 2019/631, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sectA structural effect of the transition ultimately to zero-emission vehicles will be significant job losses in the automotive industry, from manufacturers and their suppliers to ancillary maintenance and repair services. Efforts to decarbonise road transport should therefore also take into account the likely significant social consequences of this process in order to mitigate and eventually manage this transition. To that end, a dedicated fund should be established, inter alia, to support in its transition. Revenue from the excess emission premiums is therefore to continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/631particular the training, reskilling, upskilling and further qualification measures of affected workers, in particular in small and medium-sized enterprises. This fund should be financed by the general budget of the Union and from income deriving from excess emissions premiums.
Amendment 191 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point i
Article 1 – paragraph 1 – point 1 – point a – point i
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(i) in point (a), the figure “37,5 %” is replaced by ‘550 %’,
Amendment 197 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point a – point ii
Article 1 – paragraph 1 – point 1 – point a – point ii
Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(ii) in point (b), the figure “31 %” is replaced by ‘450 %’,
Amendment 216 #
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 5a – point a
Article 1 – paragraph 5a – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 1080 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I;
Amendment 221 #
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 5a – point b
Article 1 – paragraph 5a – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 1080 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.
Amendment 223 #
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 249 #
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 4 – paragraph 3 a (new)
Article 4 – paragraph 3 a (new)
(4a) in Article 4, the following paragraph is added: '3a. Manufacturers, other than manufacturers which have been granted a derogation, may form a pool or may trade credits for the purposes of meeting their obligations. For the purposes of determining each manufacturer’s average specific emissions of CO2,a potential over- achievement of a manufacturer’s CO2 target in one category (M1or N1) could be combined with an exceedance in the other category (M1 or N1) by the same or another manufacturer. Due to the different target definitions of M1 & N1, this specific credit transfer mechanism option can only combine the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets. For fleet compliance, the maximum amount of grammes that can be traded between M1 and N1 segments of the same or a different manufacturer is capped to 7g WLTP.'
Amendment 253 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4 b (new)
Article 1 – paragraph 1 – point 4 b (new)
Regulation (EU) 2019/631
Article 6 – paragraph 6
Article 6 – paragraph 6
(4b) in Article 6, paragraph 6 is replaced by the following: ‘6. Paragraph 5 shall not apply where all the manufacturers included in the pool are part of the same group of connected manufacturers. or where the credit transfer consists of only one manufacturer transferring respective credits between the passenger car and light commercial vehicle fleets; The respective individual manufacturer(s) targets shall be replaced by a modified target for the manufacturer(s) where there is credit transfer of passenger and light commercial vehicles differences between specific targets (M1 or N1) and specific emissions (M1 or N1). The modification is defined as follows: the difference between a manufacturer’s specific emission target and its specific emissions in one category (M1 or N1) with the difference between a manufacturer’s specific emission target and its specific emissions in the other category (M1 or N1).When the volume based credit trading in one category allows to compensate the exceedance of the other category, the combination shall be considered to have met the two specific emissions targets.’ Or. en (32019R0631)
Amendment 255 #
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
Article 7 – paragraph 10
(aa) Paragraph 10 of Article 7 is replaced by the following: "(10) The Commission shall no later than 2023 evaluate the possibility of31.12.2023 developing a common Union methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the Union market. The Commission shall transmit to the European Parliament and to the Council that evaluationmethodology, including, where appropriate, proposals for follow-up measures, such as legislative proposals. Or. de (32019R0631)
Amendment 273 #
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 a (new)
Article 11 a (new)
(6a) the following Article is inserted: ‘Article 11a Use of synthetic and alternative fuels 1. Upon application by a manufacturer, CO2 savings achieved through the use of synthetic and advanced alternative fuels (hereinafter “alternative fuels”) shall be considered in accordance with paragraphs 2 and 3 of this Article. 2. The contribution of the CO2 savings achieved through the use of alternative fuels can be accounted for the manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article, In alternative, CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007. 3. Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits must indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits must be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States. 4. The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.’
Amendment 278 #
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 3 a (new)
Article 12 – paragraph 3 a (new)
(6a) The following paragraph is inserted in Article 12: (3a) The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions relative to the fuel and energy consumption of vehicles on the EU market.
Amendment 294 #
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14 a – paragraph 2
Article 14 a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicleslow- and zero-emission vehicles, the transition from an approach to emissions which is purely exhaust- emissions-based to one which is holistic and life-cycle-analysis-based, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.’;
Amendment 307 #
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation (EU) 2019/631
Article 15 – paragraph 1
Article 15 – paragraph 1
(1) The Commission shall, in 20287, review the effectiveness and impact of this Regulation, building on the two yearlyannual reporting, and submit a report to the European Parliament and to the Council with the result of the review.
Amendment 308 #
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation (EU) 2019/631
Article 15 – paragraph 1 – subparagraph 2
Article 15 – paragraph 1 – subparagraph 2
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation be accompanied by a proposal to amend this Regulation, taking into account, in addition to the factors referred to in Article 14a – paragraph 2, the possible allocation of plug-in hybrid vehicles to the fleet targets from 2035 onwards, as well as the Union methodology developed in Articles 7(10) and 12(3a), and shall set out a pathway to fully zero-emission road mobility after 2035 on the basis of all related knowledge and experience gained.
Amendment 432 #
Proposal for a regulation
Annex I – paragraph 1 – point 2 a (new)
Annex I – paragraph 1 – point 2 a (new)
Regulation (EU) 2019/631
Annex I – part C (new)
Annex I – part C (new)