Activities of Dominique VLASTO related to 2009/0173(COD)
Plenary speeches (1)
Explanations of vote
Amendments (29)
Amendment 32 #
Proposal for a regulation
Recital 2
Recital 2
(2) Policies and measures should be implemented at Member State and Community level across all sectors of the Community economy, and not only within the industry and energy sectors, in order to generate the necessary emissions reductions. Decision No 406/2009/EC of the European Parliament and of the Council of 23 April 2009 on the effort of Member States to reduce their greenhouse gas emissions to meet the Community’s greenhouse gas emission reduction commitments up to 20201 provides for an average reduction of 10% compared to 2005 levels in the sectors not covered by the EU Emissions Trading Scheme, established by Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a scheme for greenhouse gas emission allowance trading within the Community and amending Council Directive 96/61/EC2, including road transport. Road transport is the second largest greenhouse gas emitting sector in the Community and its emissions including those from light commercial vehicles continue to rise in absolute terms. If road transport emissions continue to increase, it will significantly undermine efforts made by other sectors to combat climate change. 1 OJ L 140, 5.6.2009, p. 136. 2 OJ L 275, 25.10.2003, p. 32.
Amendment 35 #
Proposal for a regulation
Recital 7
Recital 7
(7) The legislative framework for achieving the fleet average emissions target for new light commercial vehicles should ensure that reduction targets are competitively neutral, socially equitable and sustainable and take account of the diversity of European automobile manufacturers and avoid any unjustified distortion of competition between them. The legislative framework should be compatible with the overall objective of reaching the CommunityUnion’s emission reduction targets and shouldmust be able to be complemented by other more use-related instruments such as differentiated car and energy taxes or measures to limit the speed of light commercial vehicles.
Amendment 37 #
Proposal for a regulation
Recital 13
Recital 13
(13) Manufacturers should have flexibility to decide how to meet their targets under this Regulation and should be allowed to average emissions over their new vehicle fleet rather than having to respect CO2 targets for each individual vehicle. Manufacturers should therefore be required to ensure that the average specific emission for all the new light commercial vehicles registered in the Community for which they are responsible does not exceed the average of the emissions targets for those vehicles. This requirement should be phased in between 2014 and 20167 in order to facilitate its introduction. This is consistent with the lead times given and the duration of the phase-in period set in Regulation 443/2009.
Amendment 42 #
Proposal for a regulation
Recital 15
Recital 15
(15) The Community Strategy to reduce CO2 emissions from passenger cars and light commercial vehicles established an integrated approach with a view to reaching the Community target of 120 g CO2/km by 2012, while also presenting a longer-term vision of further emission reductions. Regulation (EC) No 443/2009 substantiates this longer-term view by setting a target of 95 g CO2/km as average emissions for the new car fleet. In order to ensure consistency with that approach and to provide planning certainty for the industry, a long-term target for the specific emissions of CO2 of light commercial vehicles in 20202 should be set.
Amendment 44 #
Proposal for a regulation
Recital 20
Recital 20
(20) Manufacturers’ compliance with the targets under this Regulation should be assessed at the Community level. Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premiumenalty with respect to each calendar year from 1 January 2014. The premiumenalty should be modulated as a function of the extent to which manufacturers fail to comply with their target. In order to ensure consistency, the premiumenalty mechanism should be similar to the one set in Regulation (EC) No 443/2009. The amounts of the excess emissions premiumenalty should be considered as revenue in the General Budget of the European Union. (This amendment aims to replace the word ‘premium’ with ‘penalty’. It applies throughout the text.)
Amendment 49 #
Proposal for a regulation
Recital 21
Recital 21
(21) Any national measure that Member States may maintain or introduce in accordance with Article 176 of the Treaty should notimpose, in consideration of the purpose of and procedures established in this Regulation, imposeneither additional or more stringent penalties on manufacturers who fail to meet their targets under this Regulation nor compensatory measures aimed at mitigating the effects of this Regulation.
Amendment 51 #
Proposal for a regulation
Recital 24
Recital 24
(24) The speed of road vehicles has a strong influence on their fuel consumption and CO2 emissions. In addition, in the absence of speed limitation for light commercial vehicles, it is possible that there is an element of competition as regards top speed which could lead to oversized powertrains and associated inefficiencies in slower operating conditions. It is therefore appropriate to ienvestigatisage the feapossibility of extending the scope of Council Directive 92/6/EEC on the installation and use of speed limitation devices for certain categories of motor vehicles in the Community, with the aim of including, as a voluntary option, light commercial vehicles covered in this Regulation.
Amendment 61 #
Proposal for a regulation
Article 1 – paragraph 2
Article 1 – paragraph 2
2. From 20202, this Regulation sets a target of 135 g CO2/km for the average emissions of new light commercial vehicles registered in the Community.
Amendment 67 #
Proposal for a regulation
Article 3 – paragraph 1 – point a
Article 3 – paragraph 1 – point a
(a) ‘average specific emissions of CO2’ means, in relation to a manufacturer, the average of the specific emissions of CO2 of all light commercial vehicles of which it is the manufacturer, as defined in Article 2 of this Regulation;
Amendment 70 #
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
For the calendar year commencing 1 January 2014 and each subsequent calendar year, each manufacturer of light commercial vehicles shall ensure that its average specific emissions of CO2 do not exceed its specific emissions target determined in accordance with Annex I or, where a manufacturer is granted a derogation under Article 10, in accordance with that derogation. Where the specific emissions of the completed vehicle are unknown, the manufacturer of the basic vehicle shall use the specific emissions of that basic vehicle to determine its specific CO2 emissions, subject to the availability by 2011 at the latest of the procedure to determine the CO2 emissions of completed vehicles received in multiple stages.
Amendment 80 #
Proposal for a regulation
Article 4 – subparagraph 2 – indents 1, 2 and 3
Article 4 – subparagraph 2 – indents 1, 2 and 3
– 750% in 2014, – 75% in 2015, – 80% in 2015, 6, – 100% from 20167 onwards.
Amendment 92 #
Proposal for a regulation
Article 5 –– introductory part – indents 1, 2 and 3
Article 5 –– introductory part – indents 1, 2 and 3
In calculating the average specific emissions of CO2, each new light commercial vehicle with specific emissions of CO2 of less than 50 g CO2/km shall be counted as: – 2,5 light commercial vehicles infrom 2014, – 1,5 to 2016, – 2 light commercial vehicles in 2015from 2017 to 2020, – 1 light commercial vehicle from 201620.
Amendment 94 #
Proposal for a regulation
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
The power needs of light commercial vehicles’ powertrains when transporting maximum payload mean that they are overpowered when carrying small or zero payloads, which may translate into high speeds that are counterproductive in terms of CO2 emissions and road safety. In line with recital 24 and in the extended context of Directive 92/6/EEC, it is generally accepted that fitting a speed limitation device to a light commercial vehicle as defined in this Regulation reduces the CO2 emission of the vehicle in question by 3 grams of CO2 per 10 km/h at the maximum speed of 120 km/h. This device shall, where appropriate, be applied in addition to the equipment referred to in Article 11 of this Regulation (Eco-innovation).
Amendment 105 #
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
1. For the calendar year commencing 1 January 20123 and each subsequent calendar year, each Member State shall record information for each new light commercial vehicle registered in its territory in accordance with Part A of Annex II. This information shall be made available to the manufacturers and their designated importers or representatives in each Member State. Member States shall make every effort to ensure that reporting bodies operate in a transparent manner.
Amendment 106 #
Proposal for a regulation
Article 7 – paragraph 2
Article 7 – paragraph 2
2. By 28 February of each year, commencing in 20134, each Member State shall determine and transmit to the Commission the information listed in Part B of Annex II in respect of the preceding calendar year. The data shall be transmitted in accordance with the format specified in Part C of Annex II.
Amendment 107 #
Proposal for a regulation
Article 7 – paragraph 4 – subparagraph 1 – introductory part
Article 7 – paragraph 4 – subparagraph 1 – introductory part
The Commission shall keep a central register of the data reported by Member States under this Article and this register shall be publicly available. By 30 June 20134 and 30 June of each subsequent year, the Commission shall provisionally calculate for each manufacturer:
Amendment 108 #
Proposal for a regulation
Article 7 – paragraph 7
Article 7 – paragraph 7
7. In relation to the calendar year 20123 and 20134 and on the basis of the calculations performed pursuant to paragraph 5, the Commission shall notify a manufacturer where it appears to the Commission that the manufacturer’s average specific emissions of CO2 exceed its specific emissions target.
Amendment 118 #
Proposal for a regulation
Article 8 – paragraph 2 – subparagraph 1 – point a – subpoint i – indent 1
Article 8 – paragraph 2 – subparagraph 1 – point a – subpoint i – indent 1
(a) From 2014 until 2018 (i) For excess emissions of more than 3 g CO2/km: ((Excess emissions – 3) × €12095 + 45 €) × number of new light commercial vehicles.
Amendment 126 #
Proposal for a regulation
Article 8 – paragraph 2 – subparagraph 2 – point 1
Article 8 – paragraph 2 – subparagraph 2 – point 1
‘excess emissions’ means the positive number of grams per kilometre by which a manufacturer’s average specific emissions of CO2 taking into account CO2 emissions reductions due to innovative technologies approved in accordance with Article 11 and to the use of speed-limiting devices in accordance with Article 5, exceeded its specific emissions target in the calendar year or part of the calendar year to which the obligation under Article 4 applies, rounded to the nearest three decimal places; and
Amendment 130 #
Proposal for a regulation
Article 8 – paragraph 4
Article 8 – paragraph 4
4. The amounts of the excess emissions premiumenalty shall be considered as revenue for the general budget of the European Union and may be used only to fund measures or projects designed to improve eco-environmental performance in the area of European transport policy.
Amendment 134 #
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. Upon application by a supplier or a manufacturer, CO2 savings achieved through the use of innovative technologies shall be considered. The total contribution of those technologies to reducing the specific emissions target of a manufacturer may be up to 7 g CO2/km. The approval procedure for innovative procedures must be carried out in a way that is compatible with the approval procedure referred to in Directive 2007/46/EC.
Amendment 137 #
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 1
Article 12 – paragraph 1 – subparagraph 1
By 31 October 20168, and every three years thereafter, measures shall be adopted to amend Annex I to adjust the figure M0, referred to therein, to the average mass of new light commercial vehicles in the previous three calendar years.
Amendment 139 #
Proposal for a regulation
Article 12 – paragraph 1 – subparagraph 2
Article 12 – paragraph 1 – subparagraph 2
Those measures shall take effect for the first time on 1 January 201820 and every three years thereafter.
Amendment 140 #
Proposal for a regulation
Article 12 – paragraph 2 – subparagraph 2
Article 12 – paragraph 2 – subparagraph 2
Amendment 143 #
Proposal for a regulation
Article 12 – paragraph 4 – subparagraph 1 – indent 1
Article 12 – paragraph 4 – subparagraph 1 – indent 1
– subject to confirmation of its feasibility on the basis of updated impact assessment results, the modalities for reaching, by the year 20202, a long-term target of 135 g CO2/km in a cost-effective manner; and
Amendment 159 #
Proposal for a regulation
Annex 1 – paragraph 1 – point a – introductory part
Annex 1 – paragraph 1 – point a – introductory part
(a) From 2014 to 201720:
Amendment 163 #
Proposal for a regulation
Annex 1 – paragraph 1 – point b – introductory part
Annex 1 – paragraph 1 – point b – introductory part
(b) From 201820:
Amendment 164 #
Proposal for a regulation
Annex 2 – paragraph A – point 1 – introductory part
Annex 2 – paragraph A – point 1 – introductory part
1. For the year beginning 1 January 20112 and each subsequent year, Member States shall record the following details for each new light commercial vehicle registered in its territory:
Amendment 165 #
Proposal for a regulation
Annex 2 – paragraph A – point 3 – introductory part
Annex 2 – paragraph A – point 3 – introductory part
3. For the calendar year commencing 1 January 20112 and each subsequent calendar year, each Member State shall determine, in accordance with the methods set out in Part B, for each manufacturer: