Activities of Petar VITANOV related to 2021/0197(COD)

Proposal for a regulation
Recital 6 b (new)

(6b) The automotive industry represents over 7 % of EU GDP and provides direct and indirect jobs to 13.8 million Europeans, representing 6.1% of total EU employment1a. Given this context, the Commission has recognised mobility and automotive sector as one of the 14 industrial ecosystems in its New European Industrial Strategy. The Commission's Transition Pathway for the mobility and automotive sector should identify actions needed to achieve the green and digital transition and give a better understanding of the scale, needs, benefits and conditions required. This Transition Pathway should foresee targeted investment at EU and national level for the transformation of the sector, including the training and reskilling of workers. _________________ 1a https://ec.europa.eu/growth/sectors/autom otive-industry_en

2022/02/02
Committee: TRAN

Proposal for a regulation
Recital 8

(8) ~~In order to~~The European Green Deal has set the goal of achieveing a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990. Regarding the transport sector, the European Green Deal has set the target of a 90% reduction in transport emissions. Therefore, 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 reduc~~This pathway should include targeted measures, including financing, to mitigate the socioeconomic impact of the transitions, in ~~road transport, higher emission reductions would be needed in other~~order to support employment and job creation in the automotive sectors, ~~including sectors where decarbonisation is more challenging.~~as well as to ensure the accessibility and affordability to sustainable mobility; _________________ 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).

2022/02/02
Committee: TRAN

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 2

(2) Tackling climate and environmental-related challenges and reaching the objectives of the Paris Agreement are at the core of the Communication on the “European Green Deal”, adopted by the Commission on 11 December 201923 . The European Parliament called, in its resolution of 15 January 2020 on the European Green Deal, for the necessary transition to a climate-neutral society by 2050 at the latest and, in its resolution of 28 November 2019 on the climate and environment emergency, declared a climate and environment emergency. 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 citizens. _________________ 23 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 3

(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving 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 modern, resource-efficient and competitive 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. In addition, the transition will affect regions of the Union differently, especially outermost regions, which, because of their periphery, are more vulnerable to the negative impacts of the transition. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.

2022/02/02
Committee: ENVI

Proposal for a regulation
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 associated technologies, 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, f~~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, the Social Climate Fund, the Support Fund for the Automotive Sector 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.

2022/02/02
Committee: TRAN

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 6

(6) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector, which accounts over 70 % of overall GHG emissions from the transport sector and has not been presenting a trend of decreasing emissions.

2022/02/02
Committee: ENVI

Proposal for a regulation
Recital 13

(13) Those EU fleet-wide targets ~~are to~~should be complemented by the necessary roll-out of recharging and refuelling infrastructure as set ~~out in~~as part of the revision of Directive 2014/94/EU of the European Parliament and of the Council27 , which should provide mandatory targets for the deployment of alternative fuel infrastructure throughout the 27 Member States. The Commission should ensure Member States receive financing support for a balanced and equal deployment of alternative fuel infrastructure within their territories to ensure equal access, as well as a seamless and up-to-date European transport network. _________________ 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).

2022/02/02
Committee: TRAN

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
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 providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation 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 technology neutral in reaching the fleet-wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide target. 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 also include well performing plug-in hybrid electric vehicles, as long as accurate and complete data on the emission performance of these type of vehicles is guaranteed, can continue to play a role in the transition pathway.

2022/02/02
Committee: ENVI

Sara CERDAS, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
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 203025 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 way, taking advantage of the momentum represented by the record- high sales of zero-emission vehicles in 2021.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
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 associated technologies, 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, with a view of mitigating the negative impacts of the transition on the automotive sector, especially in employment, 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 European Regional Development Fund, the Cohesion Fund, the Recovery Assistance for Cohesion and the Territories of Europe (REACT-EU), the Social Climate 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. Ensuring the coordinated use of funds will be necessary, both at EU and Member State level, with the aim of guaranteeing their targeted application, when necessary, especially for regions most affected by the transition.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
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 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 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. When possible, this progress should take into account impacts divided by Member States and regions, considering they will be affected differently and will have different needs. 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

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 12 a (new)

(12a) The transition to zero-emission mobility will impact the whole automotive value chain, with potential negative impacts on regions and communities throughout the Union. A just, inclusive and fair transition must be guaranteed, ensuring no one is left behind. Building on the European Pillar on Social Rights and its implementation, which will support this transition by promoting social cohesion across the Union in the road to climate-neutrality, the Council recommendation on ensuring a fair transition towards climate neutrality (COM (2021) 801 final) is an important instrument to guide Member States in the integration of social and labour considerations in the green transition. It will be important for Member-States to make use of the variety of instruments available to coordinate their actions, namely through their National Energy and Climate Plans (NECPs) and Social Climate Plans, where granular data divided by regions will be essential to identify specific challenges in the transition. In this process, social dialogue at the national, regional and local level with all stakeholders will also need to be strengthened, promoting anticipation of change agreements and identifying the best opportunities to re-skill, up-skill and redeploy workers. The progress reports to be produced by the Commission in a biannual basis should feed on the information of the different national plans, identifying progress and difficulties in the transition.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 12 b (new)

(12b) To ensure alignment with the new Union's climate target for 2030, as well as with the strengthened CO2 standards, an update of the Clean Vehicles Directive should be put forward, including the possibility of extending its scope to include vehicles owned or leased by a private company of a certain fleet size, with the purpose of promoting an increasing demand for zero-emission vehicles. Considering that vehicles from corporate fleets enter the private market faster, it would allow for a faster establishment of a second-hand market for zero-emission vehicles, which will be especially important for regions where the transition will prove more difficult, as well as it would contribute for faster price parity with conventional vehicles across the Union.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
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 manner, ~~and it is therefore appropriate to mainta~~while considering the need to provide a clear trajectory for the roll-out of these vehicles, ensuring the ~~approach of decreasing target levels in five-year steps~~contribution of the road transport sector to the Union's 2030 climate target.

2022/02/02
Committee: ENVI

Sara CERDAS, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 15

(15) With the stricter EU 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) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 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, pltogether, considering the updated targets and the increasing share of sales of zero-emissions vehicles. Plug-in hybrid electric vehicles continue to count against the fleet-wide targets that vehicle manufacturers must meet, as long as they can be classified as low-emission vehicles using accurate data on their real-driving emissions.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 15 a (new)

(15a) Under Regulation (EU) 2019/631, emission reductions achieved through innovations that are not accounted for in the type approval test are currently accounted for through eco-innovation credits, which can be counted towards the manufacturer’s reduction target. The emission reduction that can be claimed is currently capped at 7 g/km per manufacturer. That cap should be adjusted downwards in line with the targets dates, to ensure that this system remains limited to true innovations and is not incentivising reduced ambitions regarding the sale of zero-emission vehicles.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 16 a (new)

(16a) The targets set under Regulation 2019/631 are partially achieved by the sales of Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). The emissions of those vehicles are currently accounted through the use of a utility factor established by Commission Regulation EU/2017/11511a, which represents the share of distance travelled using the battery compared to the distance travelled using the combustion engine. However, that utility factor is not based on representative real-world data, but on an estimate. The Commission has been collecting real-world fuel consumption data through on-board fuel consumption meters in passenger cars since 1 January 2021, in accordance with Article 12(2) of Regulation (EU)2019/631. The utility factor for OVC-HEVs should be revised without delay using that data in order to ensure that it reflects real driving emissions. The updated utility factor should apply from 2025 at the latest and should be kept under review to ensure that it remains representative of real emissions. _________________ 1aCommission Regulation (EU)2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type- approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1).

2022/02/02
Committee: ENVI

Sara CERDAS, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
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 until 2025, after this date this type of flexibility towards heavier vehicles, which consequently are responsible for more emissions, should be deleted. In any case, 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/km.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 18

(18) In order to ensure a fair distribution of the reduction effort, the two limit value curves for lighter and heavier light commercial vehicles should be adjusted to reflect the strengthened CO2 reduction targets.deleted

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Recital 24

(24) The ~~possibility to assign the~~allocation of 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 sector 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) 2019/631shall be considered to the Social Climate Fund, with the aim of ensuring a just transition towards a climate-neutral economy and, in specific, it should be considered as a way to mitigate any negative employment impacts of the transition in the automotive sector. Consideration shall be given in particular to especially affected regions and communities, which might be more vulnerable due to the presence of an intensive automotive industry or because of their specific characteristics that make the transition to zero-emissions road transport more difficult, such as outermost regions.

2022/02/02
Committee: ENVI

Proposal for a regulation
Article 1 – paragraph 1 – point 9

Regulation (EU) 2019/631
Article 14a – paragraph 1

By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition and its employment impact, including through financial means, in particular to the regions and the communities most affected by the transition.

2022/02/02
Committee: TRAN

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a (new)

Regulation (EU) 2019/631
Article 1 – paragraph 4 – point a

(-a) paragraph 4 point (a) is replaced by the following: ‘(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 125 % reduction of the target in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;’

2022/02/02
Committee: ENVI

Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a a (new)

Regulation (EU) 2019/631
Article 1 – paragraph 4 – point b

(-aa) paragraph 4, point (b) is replaced by the following: "(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 1520% reduction of the target in 2021 determined in accordance with point 6.1.1 of Part B of Annex I. ~~content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019~~" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)

2022/02/02
Committee: ENVI

Proposal for a regulation
Article 1 – paragraph 1 – point -a b (new)

Regulation (EU) 2019/631
Article 1 – paragraph 4 a (new)

(-ab) the following paragraph is inserted: ‘4a. From 1 January 2027, the following EU fleet-wide targets shall apply: a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 45 % reduction of the target in 2021 determined in accordance with point 6.1.1a of Part A of Annex I; (b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 40 % reduction of the target in 2021 determined in accordance with point 6.1.1a of Part B of Annex I.’

2022/02/02
Committee: ENVI

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

Regulation (EU) 2019/631
Article 1 – paragraph 5 – point a

(i) in point (a), the figure “37,5 %” is replaced by ‘575 %’,

2022/02/02
Committee: ENVI

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

Regulation (EU) 2019/631
Article 1 – paragraph 5 – point b

(ii) in point (b), the figure “31 %” is replaced by ‘570 %’,

2022/02/02
Committee: ENVI

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

Regulation (EU) 2019/631
Article 1 – paragraph 6

(c) in paragraph 6~~, the words “From 1 January 2025,” are replaced by ‘From 1 January 2025 to 31 December 2029,’~~ is deleted,

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Rovana PLUMB, Mohammed CHAHIM, Jytte GUTELAND, Petar VITANOV

Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)

Regulation (EU) 2019/631
Article 8 – paragraph 4

(5a) Article 8, paragraph 4 is replaced by the following: "4. The amounts of the excess emissions premium shall be considered as revenue for the ~~general budget of the Union. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019~~Social Climate Fund, with the objective of ensuring a just transition towards a climate-neutral economy, in particular to mitigate any negative employment impacts of the transition in the automotive sector throughout the Union, in particular in the regions and communities most affected by the transition." Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)

2022/02/02
Committee: ENVI

Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)

Regulation (EU) 2019/631
Article 9 – paragraph 3

(5b) Article 9, paragraph 3 is replaced by the following: "3. The list referred to in paragraph 1 of this Article shall, for the publication by 31 October 2022, also indicate the following: (a) the 2025, 2027 and 2030 EU fleet-wide targets referred to in Article 1(4), 1(4a) and (5), respectively, calculated by the Commission in accordance with points 6.1.1, 6.1.1a and 6.1.2 of Parts A and B of Annex I; (b) the values for a2021, a2025, a and a2030 calculated by the Commission in accordance with points 6.2 of Parts A and B of Annex I. ~~content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019~~" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)

2022/02/02
Committee: ENVI

Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)

Regulation 2019/631
Article 10 – paragraph 4 – subparagraph 1

(6a) Article 10, paragraph 4, is replaced by the following: "4. An application for a derogation from the specific emissions target calculated in accordance with points 1 to 4 and 6.3 of Part A of Annex I may be made for the years until 2028 included by a manufacturer which is responsible, together with all of its connected undertakings, for between 10 000 and 300 000 new passenger cars registered in the Union per calendar year. ~~content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019~~" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)

2022/02/02
Committee: ENVI

Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)

Regulation (EU) 2019/631
Article 11 – paragraph 1

(6a) Article 11, paragraph 1 is replaced by the following: "1. Upon application by a supplier or a manufacturer, CO2 savings achieved through the use of innovative technologies or a combination of innovative technologies (‘innovative technology packages’) shall be considered. Such technologies shall be taken into consideration only if the methodology used to assess them is capable of producing verifiable, repeatable and comparable results. The total contribution of those technologies to reducing the average specific emissions of CO2 of a manufacturer may be up to: - 7 g CO2/km until and including the year 2024; - 5 g CO2/km from 2025; - 4 g CO2/km from 2027; - 2 g CO2/km from 2030 until and including the year 2034. The Commission is empowered to adopt delegated acts in accordance with Article 17 in order to amend this Regulation by adjusting downwards the cap referred to in the third subparagraph of this paragraph with effect from 2025 onwards to take into account technological developments while ensuring a balanced proportion of the level of that cap in relation to the average specific emissions of CO2 of manufacturers. ~~content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019~~" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)

2022/02/02
Committee: ENVI

Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)

Regulation (EU) 2019/631
Article 12 – paragraph 3 – subparagraph 1 a (new)

(6a) In Article 12, paragraph 3, the following subparagraph is inserted: In addition, the Commission shall in particular assess the use of fuel and energy consumption data referred to in paragraph 1 for Off-Vehicle Charging Hybrid Electric Vehicles (OVC-HEVs). Using that data, the Commission shall adopt delegated acts in accordance with Article 17 to adapt the utility factors used for OVC-HEVs, in order to ensure that their emissions are representative of real- world driving from 2025 onwards.

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Mohammed CHAHIM, Petar VITANOV

Proposal for a regulation
Article 1 – paragraph 1 – point 7 a (new)

Regulation (EU) 2019/631
Article 14

(7a) Article 14 is replaced by the following: "Article 14 Adjustment of M0~~and TM~~ values 1. The ~~Mand T~~M0 values referred to in Parts A and B of Annex I shall be adjusted as follows: (a) by 31 October 2020, the M0 value in point 4 of Part A of Annex I shall be adjusted to the average mass in running order of all new passenger cars registered in 2017, 2018, and 2019. That new M0 value shall apply from 1 January 2022 until 31 December 2024; (b) by 31 October 2022, the M0 value in point 4 of Part B of Annex I shall be adjusted to the average mass in running order of all new light commercial vehicles registered in 2019, 2020 and 2021. That new M0 value shall apply in 2024; (c) by 31 October 2022, the indicative TMvalue for 2025 shall be determined as the respective average test mass of all new passenger cars and new light commercial vehicles registered in 2021; (d) by 31 October 2024, and every second year thereafter, the TMvalue in point 6.2 of Parts A and B of Annex I shall be adjusted to the respective average test mass of all new passenger cars and new light commercial vehicles registered in the preceding two calendar years, starting with 2022 and 2023. The new TMvalues shall apply from 1 January of the calendar year following the date of the adjustment. content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC))

2022/02/02
Committee: ENVI

Sara CERDAS, Cyrus ENGERER, Mohammed CHAHIM, Petar VITANOV

~~(8) in Article 14(2), the words ‘supplement this Regulation by establishing the measures referred to in’ is replaced by ‘amend Annex I as provided for in’;~~deleted

2022/02/02
Committee: ENVI

Sara CERDAS, Petar VITANOV, Mohammed CHAHIM, Cyrus ENGERER, Rovana PLUMB

Proposal for a regulation
Article 1 – paragraph 1 – point 9

Regulation (EU) 2019/631
Article 14a – paragraph 2

In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050, taking into account the need to ensure a just transition throughout the Union. This includes the deployment of zero- and low-emission vehicles, 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, including through the granular mapping of the employment impacts, particularly at regional level, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;,

2022/02/02
Committee: ENVI

Sara CERDAS, Petar VITANOV, Mohammed CHAHIM, Cyrus ENGERER, Rovana PLUMB

Proposal for a regulation
Article 1 – paragraph 1 – point 9 a (new)

Regulation (EU) 2019/631
Article 14a a (new)

(9a) The following Article 14aa is inserted: "Article 14aa - Additional measures to support the demand for zero-emission passenger cars and light-commercial vehicles in the Union market By [six months after the entry into force of this Regulation], the Commission shall take additional measures to support the demand for zero-emission passenger cars and light-commercial vehicles in the Union market, including through incentivising private companies with a certain fleet size to transition to zero- emission mobility. In particular, it shall put forward a proposal to amend Directive 2009/33/EC of the European Parliament and of the Council on the promotion of clean road transport vehicles1a in order to align the targets set therein with the increased CO2 standards for passenger cars and commercial vehicles. _________________ 1aAs amended by Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019(OJ L 188, 12.7.2019, p. 116).

2022/02/02
Committee: ENVI

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a a (new)

Regulation (EU) 2019/613
Annex I – Part A – point 6.1.1

~~6.1.1. EU fleet-wide target for 2025 to 2029 content/EN/TXT/?uri=uriserv%3AOJ.L_.2019.111.01.0013.01.ENG&toc=OJ%3AL%3A2019~~(aa) in point 6.1.1, the heading is replaced by the following: "6.1.1. EU fleet-wide target for 2025 to 2026" Or. en (https://eur-lex.europa.eu/legal- %3A111%3ATOC)

2022/02/02
Committee: ENVI

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point a b (new)

Regulation (EU) 2019/631
Annex I – Part A – point 6.1.1a (new)

(ab) the following point is inserted: 6.1.1a. EU fleet-wide target for 2027 to 2029 EU fleet-wide target2027 =EU fleet-wide target2021 (1 – reduction factor2027) where: EU fleet-wide target2021 is as defined in point 6.0; reduction factor2027 is the reduction specified in Article 1(4a), point (a).

2022/02/02
Committee: ENVI

(da) Point 6.2.1 is replaced by the following: "6.2.1. Specific emissions reference targets for 2025 to 20296 The specific emissions reference target = EU fleet-wide target2025~~+ a· (TM – TM)~~ where: EU fleet-wide target2025 is as determined in accordance with point 6.1.1; target2025 a2025 is where: a is the slope of the best fitting straight line established by applying the linear least squares fitting method to the test mass (independent variable) and the specific emissions of CO2 (dependent variable) of each new passenger car registered in 2021; average emissions is the average of the specific emissions of CO2 of all new passenger cars registered in 2021 of those manufacturers for which a specific emissions target is calculated in accordance with point 4; TM is the average test mass in kilograms (kg) of all new passenger cars of the manufacturer registered in the relevant calendar year; " Or. en (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32019R0631)

2022/02/02
Committee: ENVI

Proposal for a regulation
Annex I – paragraph 1 – point 1 – point d b (new)

Regulation (EU) 2019/631
Annex I – Part A – point 6.2.1a (new)

(db) the following point 6.2.1a is added: 6.2.1a. Specific emissions targets for 2027 to 2029 The specific emissions target = EU fleet- widetarget2027 where: EU fleet-wide target2027 is as determined in accordance with point 6.1.1a;

2022/02/02
Committee: ENVI