42 Amendments of Dominique RIQUET related to 2017/0293(COD)

Proposal for a regulation
Recital 10 a (new)

(10a) This revision of Regulation (EC) No 715/2007 aims to significantly reduce the use of carbon-based energy for the propulsion of light private vehicles and light commercial vehicles. This revision therefore has a threefold purpose: an environmental purpose, namely to combat climate change and minimise emissions harmful to human health, a sustainability purpose, namely to reduce the use of fossil fuels, and an economic purpose, namely to improve the competitiveness of the European automotive industry without causing irreversible damage to the industry.

2018/05/04
Committee: ITRE

Proposal for a regulation
Recital 11 a (new)

(11a) Although, in comparison with the New European Driving Cycle (NEDC), the introduction of the new WLTP test procedure can be expected to reduce the gap between reported CO2 emission values and actual emissions from vehicles, such a gap will nonetheless persist; it is therefore essential to continue the efforts to develop and establish tests to be performed both in the laboratory and elsewhere which reflect reality as completely as possible by measuring actual energy consumption and emissions under real driving conditions; to this end, the Commission should include such tests in the regulatory framework as soon as they have been developed.

2018/05/04
Committee: ITRE

Proposal for a regulation
Recital 12 a (new)

(12a) It is essential that this revision amending Regulation (EC) No 715/2007 on the establishment of requirements for the reduction of CO2 emissions should aim for continuity and seek to maintain a certain stability and predictability for the various players in the industry in the Union, particularly car manufacturers, for the whole of their fleets of new cars and new light commercial vehicles within the territory of the Union. The aim should therefore be to continue efforts so as to improve elements of the original regulation whilst adapting them to environmental needs and the new technological potential of the industry, in such as way as not to unbalance major sectors in the Union but, on the contrary, to promote European competitiveness and innovation.

2018/05/04
Committee: ITRE

Dominique RIQUET, Pavel TELIČKA

Proposal for a regulation
Recital 14 a (new)

(14a) It will not be possible to achieve the long-term goal of entirely decarbonising European mobility without technological innovation and technical progress. With that in mind, and in the face of increased international competition, it is essential that the EU and Member States continue their efforts to explore and develop initiatives that promote the synergies possible in the sector, taking as a model the recent EU Batteries Alliance, and support public and private investment in research and innovation in the European car industry in order to maintain European technological leadership in that sector and to ensure the long-term sustainability of its industrial base, keeping it efficient and competitive on the world market.

2018/05/04
Committee: ITRE

Proposal for a regulation
Recital 7 a (new)

(7a) In addition, in view of the uncertainties inherent in future technological and sociological developments in the sector, rather than prioritising radically, at an early stage, one or more technical options which may prove to be generally less relevant in the future, it is preferable to explore the potential, and the possible synergies, of the various technologies currently available. In that regard, it is appropriate to recall the fundamental principle of technological neutrality to which the EU is committed and by which it is required to abide.

2018/05/18
Committee: TRAN

Dominique RIQUET, Jozo RADOŠ, Pavel TELIČKA

Proposal for a regulation
Recital 17 a (new)

(17a) Adequate deployment of recharging and refuelling infrastructure for alternative fuels is essential for the development of the market for zero- and low-emission vehicles; in this connection, it is vital that investment in its deployment should be continued and increased. In this context, it is important to underline that the issue of refuelling is intrinsically linked to the very autonomy of vehicles, that, the more the latter increases, the less frequent refuelling will need to be – and that the Commission should therefore take account of technological developments, in particular with regard to the autonomy of batteries, which affect the deployment of infrastructure.

2018/05/04
Committee: ITRE

Proposal for a regulation
Recital 10 a (new)

(10a) This revision of Regulation (EC) No 715/2007 aims to significantly reduce the use of carbon-based energy for the propulsion of light private vehicles and light commercial vehicles. This revision therefore has a threefold purpose: an environmental purpose, namely to combat climate change and minimise emissions harmful to human health, a sustainability purpose, namely to reduce the use of fossil fuels, and an economic purpose, namely to improve the competitiveness of the European automotive industry without causing irreversible damage to the industry.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 11 a (new)

(11a) Although, in comparison with the New European Driving Cycle (NEDC), the introduction of the new WLTP test procedure can be expected to reduce the gap between reported CO2 emission values and actual emissions from vehicles, such a gap will nonetheless persist; it is therefore essential to continue the efforts to develop and establish tests to be performed both in the laboratory and elsewhere which reflect reality as completely as possible by measuring actual energy consumption and emissions under real driving conditions; to this end, the Commission should include such tests in the regulatory framework as soon as they have been developed.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 12 a (new)

(12a) It is essential that this revision amending Regulation (EC) No 715/2007 on the establishment of requirements for the reduction of CO2 emissions should aim for continuity and seek to maintain a certain stability and predictability for the various players in the industry in the Union, particularly car manufacturers, for the whole of their fleets of new cars and new light commercial vehicles within the territory of the Union. The aim should therefore be to continue efforts so as to improve elements of the original regulation whilst adapting them to environmental needs and the new technological potential of the industry, in such a way as not to unbalance major sectors in the Union but, on the contrary, to promote European competitiveness and innovation.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 14 a (new)

(14a) It will not be possible to achieve the long-term goal of entirely decarbonising European mobility without technological innovation and technical progress. With that in mind, and in the face of increased international competition, it is essential that the EU and Member States continue their efforts to explore and develop initiatives that promote the synergies possible in the sector, taking as a model the recent EU Batteries Alliance, and support public and private investment in research and innovation in the European car industry in order to maintain European technological leadership in that sector and to ensure the long-term sustainability of its industrial base, keeping it efficient and competitive on the world market.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 17 a (new)

(17a) Adequate deployment of recharging and refuelling infrastructure for alternative fuels is essential for the development of the market for zero- and low-emission vehicles; in this connection, it is vital that investment in its deployment should be continued and increased. In this context, it is important to underline that the issue of refuelling is intrinsically linked to the very autonomy of vehicles – the more the latter increases, the less frequent refuelling will need to be – and that the Commission should therefore take account of technological developments, in particular with regard to the autonomy of batteries, which affect the deployment of infrastructure.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 29 a (new)

(29a) Alternative powertrains, which include hybrid powertrains, are those which, for the purpose of mechanical propulsion, draw energy from consumable fuel and/or a battery or other electrical or mechanical power storage device. Their use for light commercial vehicles may generate extra weight, but reduces pollution. That extra weight should not be counted as part of the effective load of the vehicle, since that would penalise the road transport sector in economic terms. However, the extra weight should not result in the load capacity of the vehicle being increased either. The Commission should therefore analyse to what extent new light commercial vehicles running on alternative fuels (with heavier powertrains than those used in conventionally fuelled vehicles) might also benefit from an extra weight allowance, without jeopardising the overall CO2 emission reduction targets covered by this Regulation.

2018/05/04
Committee: ITRE

Jozo RADOŠ, Dominique RIQUET, Pavel TELIČKA

Proposal for a regulation
Recital 38

(38) Manufacturers’ compliance with the targets under this Regulation should be assessed at Union level. Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premium with respect to each calendar year. The amounts of the excess emissions premium should be considered as revenue for the general budget of the Union and be earmarked for the European road transport sector, to attain the goals pursued by the EU for a transition to low- carbon mobility.

2018/05/04
Committee: ITRE

Proposal for a regulation
Recital 22

(22) The aim of this Regulation is to create incentives for the automotive industry to invest in new technologies while remaining technology neutral. This Regulation actively promotes eco- innovation and provides a mechanism that should be able to acknowledge future technological development. Experience shows that eco-innovations have successfully contributed to the cost- effectiveness of Regulations (EC) No 443/2009 and (EU) No 510/2011 and to the reduction of real world CO2 emissions. This modality should therefore be maintained and the scope should be extended to incentivise efficiency improvements in air-conditioning systems.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 41 a (new)

(41a) Although this Regulation aims to reduce CO2 emissions from light duty vehicles, it must not lose sight of the overall carbon balance in the ‘manufacture – use – scrapping’ cycle of the vehicles concerned and the ‘extraction/production – transportation – consumption’ cycle of the fuel used (well- to-wheel). In this respect, the Commission should develop a harmonised methodology for reporting the carbon balance of the life-cycle of such vehicles and the energy consumed in order to obtain a full picture of their environmental impacts and thus ensure consistency of the means deployed in pursuit of the Union’s climate objectives.

2018/05/04
Committee: ITRE

Jozo RADOŠ, Dominique RIQUET

Proposal for a regulation
Recital 22 a (new)

(22a) As the objective of this Regulation is to reduce CO2 emissions in the real world, off-cycle technologies not covered by the normal test cycle and not falling within the scope of the eco-innovations mechanism should also be considered and taken into account by the Commission if they show measurable, demonstrable and verified CO2 reductions.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 22 a (new)

(22a) Having in mind the uncertainty on the market uptake of alternatively powered vehicles, relevant infrastructure deployment and changing consumer demand the ambition level has to be modified in a transparent way. DAFI proposal of the Commission provides guidance for the alternative infrastructure needs.

2018/05/18
Committee: TRAN

Dominique RIQUET, Jozo RADOŠ

Proposal for a regulation
Recital 42 a (new)

(42a) Although it is difficult to include in such a regulation, the ‘social’ performance of emissions is very important: ‘x g CO2/km’ do not have the same implications in the case of a different load transported (whether in terms of number of passengers or tonnes of freight). This being so, in order to ensure the coherence and effectiveness of the arrangements put in place in order to attain the climate targets pursued by the EU, the Commission should consider the creation of a harmonised methodology of the type ‘x g CO2/km per passenger/per tonne of goods’ and the various possibilities available to it, on the basis of those results, to reduce empty runs by light vehicles, whether carrying goods or passengers.

2018/05/04
Committee: ITRE

Proposal for a regulation
Recital 29 a (new)

(29a) Alternative powertrains, which include hybrid powertrains, are those which, for the purpose of mechanical propulsion, draw energy from consumable fuel and/or a battery or other electrical or mechanical power storage device. Their use for light commercial vehicles may generate extra weight, but reduces pollution. That extra weight should not be counted as part of the effective load of the vehicle, since this would penalise the road transport sector in economic terms. However, the extra weight should not result in the load capacity of the vehicle being increased either. The Commission should therefore analyse to what extent new light commercial vehicles running on alternative fuels (with heavier powertrains than those used in conventionally fuelled vehicles) might also benefit from an extra weight allowance, without jeopardising the overall CO2 emission reduction targets covered by this Regulation.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 38

(38) Manufacturers’ compliance with the targets under this Regulation should be assessed at Union level. Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premium with respect to each calendar year. The amounts of the excess emissions premium should be considered as revenue for the general budget of the Union and be earmarked for the European road transport sector, to attain the goals pursued by the EU for a transition to low- carbon mobility.

2018/05/18
Committee: TRAN

Proposal for a regulation
Recital 41 a (new)

(41a) Although this Regulation aims to reduce CO2 emissions from light duty vehicles, it must not lose sight of the overall carbon balance in the ‘manufacture – use – scrapping’ cycle of the vehicles concerned and the ‘extraction/production – transportation – consumption’ cycle of the fuel used (well- to-wheel). In this respect, the Commission should develop a harmonised methodology for reporting the carbon balance of the life-cycle of such vehicles and the energy consumed in order to obtain a full picture of their environmental impacts and thus ensure consistency of the means deployed in pursuit of the Union’s climate objectives.

2018/05/18
Committee: TRAN

Dominique RIQUET, Jozo RADOŠ

(42a) Although it is difficult to include in such a regulation, the ‘social’ performance of emissions is very important: ‘x g CO2/km’ do not have the same implications in the case of a different load transported (whether in terms of number of passengers or tonnes of freight). This being so, in order to ensure the coherence and effectiveness of the arrangements put in place in order to attain the climate targets pursued by the EU, the Commission should consider the creation of a harmonised methodology of the type ‘x g CO2/km per passenger/per tonne of goods’ and the various possibilities available to it, on the basis of those results, to reduce empty runs by light vehicles, whether carrying goods or passengers.

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 2 – paragraph 1 – point b

(b) category N1 as defined in Annex II to Directive 2007/46/EC with a reference mass not exceeding 2610 kg and to vehicles of category N1 to which type- approval is extended in accordance with Article 2(2) of Regulation (EC) No 715/2007 (‘light commercial vehicles’) which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’). The Commission, in accordance with the objectives of this Regulation, is empowered to update, if necessary, the limit of the reference mass (2 610 kg) for light commercial vehicles using alternative fuels that require additional weight because they use powertrains and energy storage systems (e.g. batteries) which are heavier than those used in conventional vehicles.

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 2 – paragraph 1 – point b

(b) category N1 as defined in Annex II to Directive 2007/46/EC with a reference mass not exceeding 2610 kg and to vehicles of category N1 to which type- approval is extended in accordance with Article 2(2) of Regulation (EC) No 715/2007 (‘light commercial vehicles’) which are registered in the Union for the first time and which have not previously been registered outside the Union (‘new light commercial vehicles’). The Commission, in accordance with the objectives of this Regulation, is empowered to update, if necessary, the limit of the reference mass (2 610 kg) for light commercial vehicles using alternative fuels that require additional weight because they use powertrains and energy storage systems (e.g. batteries) which are heavier than those used in conventional vehicles.

2018/05/04
Committee: ITRE

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

7a. In order to ensure harmonisation and surveillance of the market, the Commission should set up a European agency for surveillance of the road transport market to monitor the conformity of the results and CO2 emission tests under real conditions of use and to coordinate national market surveillance authorities.

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 1

Type approval authorities shall without delay report to the European agency set up for the purpose, or, if no such agency exists, the Commission deviations found in the CO2 emissions of vehicles in service as compared to those values indicated in the certificates of conformity as a result of verifications performed in accordance with the procedure referred to in [Article 11a] of Regulation (EC) No 715/2007.

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 2

The European Road Transport Monitoring Agency, or, if no such agency exists, the Commission shall take those deviations into account for the purpose of calculating the average specific emissions of a manufacturer.

2018/05/18
Committee: TRAN

Jozo RADOŠ, Dominique RIQUET

Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 3 – introductory part

The European Road Transport Monitoring Agency, or, if no such agency exists, the Commission may adopt detailed rules on the procedures for reporting such deviations and for taking them into account in the calculation of the average specific emissions. Those procedures shall be adopted by way of implementing acts in accordance with the examination procedure referred to in Article 15(2).

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 7 – paragraph 9 a (new)

9a. During the monitoring and reporting phase, Member States may take into account the amount of renewable energy sold at the station and their GHG saving benefit (according to the Renewable Energy Directive), and communicate these values to the Commission. Those values may be deducted from the CO2 emissions, and complement information as requested in paragraph 4 of this Article.

2018/05/18
Committee: TRAN

Jozo RADOŠ, Dominique RIQUET

Proposal for a regulation
Article 7 – paragraph 9 b (new)

9b. These values may be used for the calculation of a Carbon Correction Factor (CCF), using the following formula: CCF = national share of renewable energy Used /10.

2018/05/18
Committee: TRAN

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

7a. In order to ensure harmonisation and surveillance of the market, the Commission should set up a European agency for surveillance of the road transport market to monitor the conformity of the results and CO2 emission tests under real conditions of use and to coordinate national market surveillance authorities.

2018/05/04
Committee: ITRE

Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 1

Type approval authorities shall without delay report to the European agency set up for the purpose, or, if no such agency exists, the Commission deviations found in the CO2 emissions of vehicles in service as compared to those values indicated in the certificates of conformity as a result of verifications performed in accordance with the procedure referred to in [Article 11a] of Regulation (EC) No 715/2007.

2018/05/04
Committee: ITRE

Proposal for a regulation
Article 8 – paragraph 4

4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union and may be used only in pursuit of the low-carbon mobility targets of European road transport policy.

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 2

The European Road Transport Monitoring Agency, or, if no such agency exists, the Commission shall take those deviations into account for the purpose of calculating the average specific emissions of a manufacturer.

2018/05/04
Committee: ITRE

Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 3 – introductory part

The European Road Transport Monitoring Agency, or, if no such agency exists, the Commission may adopt detailed rules on the procedures for reporting such deviations and for taking them into account in the calculation of the average specific emissions. Those procedures shall be adopted by way of implementing acts in accordance with the examination procedure referred to in Article 15(2).

2018/05/04
Committee: ITRE

Jozo RADOŠ, Pavel TELIČKA, Dominique RIQUET

Proposal for a regulation
Article 8 – paragraph 4

4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union and may be used only in pursuit of the low-carbon mobility targets of European road transport policy.

2018/05/04
Committee: ITRE

Proposal for a regulation
Article 12 – paragraph 2

2. For that purpose, the Commission shall ~~ensure the availability, from manufacturers or national authorities~~make publicly available and in digitally searchable format, as the case may be, of robust non-personal data on real world CO2 emissions and energy consumption of passenger cars and light commercial vehicles, from manufacturers or national authorities.

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 12 – paragraph 2 a (new)

2a. To ensure that CO2 emissions are genuinely reduced as referred to in Article 1 of this Regulation, the WLTP tests shall be used to determine emission levels until the Commission develops tests under real driving conditions which are more in line with reality to replace them.

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 14 – paragraph 1

1. The Commission shall in 2024 submit a report to the European Parliament and the Council on the effectiveness of this Regulation, where appropriate, accompanied by a proposal for amending the Regulation. This report will consider, inter alia, the real world representativeness of the CO2 emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151, also including in it an assessment of the life cycle of vehicles and the well-to-wheel impact of emissions in the case of fuels, the deployment on the Union market of zero- and low-emission vehicles and the roll-out of recharging and refuelling infrastructure reported under Directive 2014/94/EU of the European Parliament and of the Council29. _________________ 29 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)

2018/05/18
Committee: TRAN

Proposal for a regulation
Article 12 – paragraph 2 a (new)

2a. To ensure that CO2 emissions are genuinely reduced as referred to in Article 1 of this Regulation, the WLTP tests shall be used to determine emission levels until the Commission develops tests under real driving conditions which are more in line with reality to replace them.

2018/05/04
Committee: ITRE