Activities of Pierre PRIBETICH related to 2007/0297(COD)
Plenary speeches (1)
Emission performance standards for new passenger cars (debate)
Amendments (7)
Amendment 48 #
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) The European Union’s car fleet is ageing rapidly. The large proportion of vehicles in the European car fleet which are more than 10 years old undermines any new regulations on CO2.emissions. Particular attention must therefore be paid to renewing the fleet by providing incentives to purchase new vehicles.
Amendment 58 #
Proposal for a regulation
Recital 12
Recital 12
(12) In order to maintain the diversity of the car market and its ability to cater for different consumer needs, CO2 targets for passenger cars should be defined as a function of the utility of the cars on a linear basis. To describe this utility, mass is the mostan appropriate parameter because itwhich provides a satisfactory correlation with present emissions and would therefore result in more realistic and competitively neutral targets and because data on mass is readily available. Data on the alternative utility parameter of footprint (track width times wheelbase) should, however, be collected in order to facilitate longer-term evaluations of the utility- based approach. However, this parameter introduces an incentive to manufacture heavier vehicles, which is a counter-productive move in the context of reducing CO2 emissions. Consequently, footprint (track width times wheelbase) should be taken into account in the calculation to provide manufacturers with an incentive to reduce vehicle mass, which is the least expensive investment for reducing CO2 emissions. Using the footprint would also make it possible to set more realistic and competitively neutral targets. In the establishment of the targets, the projected evolution of new cars' mass and footprint until 2012 should be taken into account, and potential incentives to increase vehicle mass just in order to benefit from a consequential increase of the CO2 reduction target should be avoided. Therefore, the possible future autonomous mass increase evolution of vehicles produced by the manufacturers and sold on the EU market should be taken into account when defining the targets for 2012. Finally, differentiation of targets should encourage emissions reductions to be made in all categories of cars while recognising that larger emission reductions can be made for heavier cars.
Amendment 73 #
Proposal for a regulation
Recital 22
Recital 22
(22) 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 premium in respect of each calendar year from 2012 onwards. The premium should be modulated as a function of the extent to which manufacturers fail to comply with their target. It should increase over time. In order to provide a sufficient incentive to take measures to reduce specific emissions of CO2 from passenger cars, the premium should reflect technological costs. The amounts of the excess emissions premium should be considered as revenue for the budget of the European Union, half of which should go into the fund for the European environmental bonus and half to increase support for research and innovation activities aimed at reducing CO2 in the automotive sector.
Amendment 79 #
Proposal for a regulation
Recital 22 a (new)
Recital 22 a (new)
(22a) It is appropriate that the Commission should propose the creation of a European environmental bonus, funded from half of the amounts raised from excess emission premiums. The European environmental bonus, defined as a premium paid to consumers in liaison with the Member States when they replace a vehicle which is more than 10 years old with a new vehicle, will allow the ageing car fleet to be renewed, thus making a major contribution to reducing CO2 emissions.
Amendment 88 #
Proposal for a regulation
Article 1
Article 1
This Regulation establishes CO2 emission performance requirements for new passenger cars in order to ensure proper functioning of the internal market and achieve the EU's overall objective that the average new car fleet should achieve CO2 emissions of 120 g CO2/kmof reducing CO2 emissions in the EU, including in the transport sector. The Regulation sets the average CO2 emissions for the new car fleet at 120 g CO2/km as from 1 January 2012. The Regulation sets the average CO2 emissions for new passenger cars at 130 g CO2/km by means of improvement in vehicle motor technology as measured in accordance with Regulation (EC) No 715/2007 and its implementing measures. This Regulation will be complemented by additional measures corresponding to 10 g/km as part of the Community's integrated approach. The Regulation also sets a target for the new car fleet of average emissions of no more than 95 g CO2/km as from 1 January 2020.
Amendment 164 #
Proposal for a regulation
Article 9 – paragraph 1 a (new)
Article 9 – paragraph 1 a (new)
1a. All manufacturers involved in high- level automobile competition may request a derogation from the specific emissions targets calculated in accordance with Annex I, since such manufacturers invest in research and development and in improving safety conditions and, in their own way, help to reduce CO2 emissions through technological innovations.
Amendment 181 #
Proposal for a regulation
Annex I – paragraph 1
Annex I – paragraph 1
1. For each new passenger car, the permitted specific emissions of CO2, measured in grams per kilometre shall be determined in accordance with the following formula: Permitted specific emissions of CO2 = 130 + ½[a × (M – M0) + b × (F – F0)]. + ½[ Where: M = mass of the vehicle in kilograms (kg) M0 = 1289.0 × f f = (1 + AMI) Autonomous mass increase (AMI) = 0 % a = 0.04576 F = footprint (track width x wheel base) of the vehicle in square metres (m²) F0 = 3.89 m² a = 0.03048 b = 28.9