[ParlTrack]

Proposal for a regulation
Recital 5

(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. The EU’s Sustainable and Smart Mobility Strategy aims for a 90% reduction in the transport sector’s emissions by 2050 including hard-to- abate sectors like aviation and maritime transport. This requires additional reduction targets for sectors fit for decarbonization like road transport before 2050.

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 7

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

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

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 users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain and the associated high-quality jobs can be maintained. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing.

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 10

(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards including a 100% reduction target for 2040. 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 to ensure the long-term competitiveness of the industry, strengthen global leadership within strategic important technologies and maintain jobs while fulfilling EU climate and air pollution policy objectives.

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 15

(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero- emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy-duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologies. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin in the 2040 target should be left to accommodate developments in technology yet to occur.deleted

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 17

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

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 21 – paragraph 4

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

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 21 – paragraph 5

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

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 25 a (new)

(25a) CO2 emissions from vocational vehicles, such as garbage trucks, tippers or concrete mixers, are already certified under VECTO, monitored and reported by manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in the EU. As they mainly operate in densely populated urban areas, vocational vehicles also significantly impact urban air quality, which affects citizens. Most of those vehicles perform short trips with predictable routes and return to depots every day, thereby making it easier for operators to run zero-emission vehicles. CO2 emissions reduction targets should therefore also apply to those vehicles.

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 25 b (new)

(25b) Due to the technical readiness of the vehicle segment and the need to improve air quality in cities, small lorries with a maximum mass lower than 5t should also have to meet the CO2 targets set by this Regulation. As for these vehicle sub-groups CO2 emissions cannot be determined yet for technical reasons under Regulation (EU) 2017/2400, their CO2 emissions as determined under type- approval under Regulation (EU) 715/2007 should be used for the purpose of calculating average specific CO2 emissions of manufacturers. While these vehicles do not fall under the monitoring and reporting obligations of vehicle manufacturers, their new registrations are reported by EU member states. For the purpose of determining the vehicle mileage and payload factor of those vehicles, they should be attributed to the sub-groups as laid out in Annex 1.1.4.

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 26

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

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 28

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

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

Proposal for a regulation
Recital 32

(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. Manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039. Credits not used within five years after issuing should be deemed invalid.

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

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

Regulation (EU) 2019/1242
Article 3 – paragraph 1 – point 8

(5a) (ca) point (8) is replaced by the following: '(8) 'vehicle sub-group' means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles, taking into account the attribution of small lorries with a maximum mass lower than 5t as laid down in Table 1.1.1a of Annex I;

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE

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

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

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

2023/07/07
Committee: ENVI

Christel SCHALDEMOSE