Activities of Robert HAJŠEL related to 2021/0197(COD)
Plenary speeches (1)
CO2 emission standards for cars and vans (debate)
Amendments (18)
Amendment 41 #
Proposal for a regulation
Recital 2
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 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. The digital and green transitions therefore should also address the importance of the social dimension in the mobility sector including the impact of energy taxation on affordability, as well as the direct and indirect effect of higher energy prices on transport in different Union regions. __________________ 23 Commission Communication - The European Green Deal, COM(2019) 640 final of 11 December 2019.
Amendment 42 #
Proposal for a regulation
Recital 2 a (new)
Recital 2 a (new)
(2a) Reaching the ambitious climate targets in 2050 should go hand in hand with the right of all Union citizens to a cleaner air. The existing market of second hand polluting vehicles in Central and Eastern Europe creates the risk of shifting the pollution to less economically developed regions in the Union. In that respect, this Regulation should be included in a broader strategy of progressive decarbonisation of the existing vehicle fleet produced before 2035 in order to protect the environment and health of citizens in all Member States.
Amendment 45 #
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 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, while taking into account national and regional specificities and various social consequences. 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 behind.
Amendment 50 #
Proposal for a regulation
Recital 6
Recital 6
(6) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. as mobility is a major contributor to air pollution and has an important ecological footprint responsible for more than 27% of all greenhouse gas emissions in the Union.
Amendment 68 #
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 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, can continue to play a role in the transition pathway. The transition pathway should promote the currently available lowering CO2 emission technologies in the new passenger cars and new light commercial vehicles and prioritise and simplify the legal access of the innovative solutions to the Union market, such as less energy consuming lights as to make this transition being promoted as soon as it possible.
Amendment 70 #
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 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 such as hydrogen, biofuels and other renewable fuels that could also contribute in the short and medium term to the reduction of CO2 emissions from the transport sector, while ensuring affordability, accessibility, safety and inclusiveness. 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, can continue to play a role in the transition pathway.
Amendment 74 #
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 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 availablevailable and should be used 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, can continue to play a role in the transition pathway.
Amendment 80 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
Amendment 88 #
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 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 andand increase its competitiveness on the Union market in order to make them affordable and accessible for all, as well as to stimulate innovation in zero-emission technologies in a cost- efficient way.
Amendment 96 #
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) Improving the consumer access to a convenient charging of electric vehicles would be of critical importance for the rapid BEV uptake. The charging infrastructure should be rolled out where people live, work and do their daily activities, while taking into account rural and remote areas and therefore the reduction targets in this Regulation should be closely interlinked with the homogeneous development of public charging infrastructure under the revision of the Alternative Fuels Infrastructure Directive.
Amendment 101 #
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategmechanism for the just transition of the automotive and supply industry 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 reskilling, re-skilling and out-skilling of workers in the sector and the economic diversification and reconversion of activities. Where appropriate, fFinancial support should be also 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 and the Social Climate Fund, 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 111 #
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 through the use of various Union funds in order to ensure that the transition is tailored to the needs of workers, while also supporting regions and communities that are most affected with a view to closing the gap between developed and less developed economies in the Union. 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, while exploiting synergies between TEN-E and TEN-T, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling, re-skilling and re- our-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 126 #
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 and incentives through RED II and ETD, as well as through ambitious targets for the deployment of private charging points in buildings as set out in Directive 2010/31/EU. __________________ 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).
Amendment 173 #
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25a) Road transport accounts for a significant share of final energy consumption in the Union. The Directive 2012/27/EU [Recast Energy Efficiency Directive] enshrines the Energy Efficiency First Principle as an overarching principle that should be taken into account across all sectors, going beyond the energy system, at all levels. The energy efficiency first principle should therefore be considered in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels, including as regards the well-to-wheel energy efficiency of different zero emission technologies.
Amendment 257 #
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
Amendment 259 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
(8a) 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. assigned to the Social Climate Fund, and where appropriate to a dedicated just transition mechanism for the automotive and supply industry, with the objective to ensure a just transition towards a climate-neutral economy, in particular to mitigate any negative employment impact of the transition in the automotive sector, while making sure no one is left behind.’ Or. en (Regulation 2019/631)
Amendment 298 #
Proposal for a regulation
Article 1 – paragraph 1 – point 9 a (new)
Article 1 – paragraph 1 – point 9 a (new)
Regulation (EU) 2019/631
Article 14 b (new)
Article 14 b (new)
(9a) the following Article is inserted: 'Article 14b In line with article 3 paragraph 1(b) of Directive 2012/27/EU [Recast Energy Efficiency Directive], Member States shall consider the Energy Efficiency First Principle in policy, planning and investment decisions related to the deployment of recharging and refuelling infrastructure of alternative fuels, including as regards the well-to-wheel energy efficiency of different zero emission technologies.'
Amendment 306 #
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 20286, review the effectiveness and impact of this Regulation, building on the two yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.