Activities of Christine REVAULT D'ALLONNES BONNEFOY related to 2018/0143(COD)
Plenary speeches (2)
CO2 emission performance standards for new heavy-duty vehicles (debate) FR
CO2 emission performance standards for new heavy-duty vehicles (debate) FR
Shadow opinions (1)
OPINION on the proposal for a regulation of the European Parliament and of the Council setting CO2 emission performance standards for new heavy-duty vehicles
Amendments (25)
Amendment 14 #
Proposal for a regulation
Recital 5
Recital 5
(5) The European Council Conclusions of October 2014 endorsed a greenhouse gas emissions reduction of 30 % by 2030 compared to 2005 for the sectors that are not part of the Union’s emissions trading system and the European Union has committed under the Paris Agreement to achieve a 40% reduction in its emissions across the board by 2030 compared to 1990 levels. Road transport provides a major contribution to the emissions of those sectors outside the quota exchange system and its emissions remain significantly above 1990 levels. If road transport emissions would increase further, it will off-set reductions made by other sectors to combat climate change.
Amendment 17 #
Proposal for a regulation
Recital 9
Recital 9
(9) In order to fully realise the energy efficiency potential and ensure that the road transport sector as a whole contributes to the greenhouse gas emission reductions agreed, it is appropriate to complement the already existing CO2 emission standards for new passenger cars and light commercial vehicles by setting CO2 emission performance standards for new heavy-duty vehicles. These standards will be a driver for innovation in fuel-efficient technologies, contributing to the strengthening of the technological leadership of the Union’s manufacturers and suppliers. It is also necessary to explore all potential emission reduction solutions, such as reducing overall road transport volumes, digitisation, convoy driving, ecological driving and logistics efficiency projects. In order to raise awareness of all fuel saving solutions and to quantify the impact, all vehicles should be equipped with real-time stock fuel consumption meters.
Amendment 19 #
Proposal for a regulation
Recital 10
Recital 10
(10) Taking into account that climate change is a trans-boundary problem and the need to safeguard a well-functioning single market both for road transport services as well as for heavy-duty vehicles, it is appropriate to set CO2 emission standards for heavy-duty vehicles at Union-level. Those standards should be designed so as to be without prejudice to competition law and to dovetail with all Union policies.
Amendment 20 #
Proposal for a regulation
Recital 11
Recital 11
(11) In defining the reduction levels that should be achieved by the Union’s fleet of heavy-duty vehicles, account should be taken of the effectiveness of those reduction levels in delivering a cost- effective contribution to reducing emissions of the sectors covered by the Regulation [Effort Sharing (EU) No …/2018] by 2030, of the resulting costs and savings for society, manufacturers, transport operators, consumers, as well as of their direct and indirect implications for employment, innovation and co-benefits generated in terms of reduced air pollution and improved energy security. The automotive industry is a pillar of the European economy. It is necessary to maintain and strengthen the ascendancy of European manufacturers in this sector and encourage competitiveness based on innovation and the environmental quality of their products, raising the bar for global competition.
Amendment 27 #
Proposal for a regulation
Recital 13
Recital 13
(13) In the light of innovation and to take account of the implementation of new technologies improving the fuel efficiency of heavy-duty vehicles, the VECTO simulation tool as well as Regulation (EU) 2017/2400 will be continuously and timely updatedmust be rapidly and regularly updated with updates digitally accessible to all without restriction being published at least once a year.
Amendment 31 #
Proposal for a regulation
Recital 16
Recital 16
(16) Liquefied natural gas (LNG) is an available alternative fuel to diesel for heavy duty vehicles. The deployment of current and upcoming more innovative LNG-based technologies will contribute to meeting the CO2 emission targets in the short and medium term as the use of LNG technologies leads to lower CO2 emissions as compared to diesel vehiclesThere is a whole range of alternative fuels, each with advantages and disadvantages, for which markets are maturing to varying degrees. Liquefied natural gas (LNG) is an available alternative fuel to diesel for heavy duty vehicles but can be a fossil fuel, in which case preference should be given to renewables. The same applies to CNG (compressed natural gas). Hydrogen- based technologies are also an interesting avenue for research and development, provided that the energy for synthesis comes from sustainable and renewable sources. can be a fossil fuel, in which case preference should be given to renewables. The deployment of technologies based on alternative and innovative fuels will contribute to meeting the CO2 reduction targets in the short and medium term. The CO2 emission reduction potential of LNG vehicles is already fully reflected in VECTO. In addition, current LNG technologiesusing the ensutire a low level of air pollutant emissions such as NOx and particulate mattersrange of alternative fuels must be fully reflected in VECTO. A sufficient minimum refuelling infrastructure is also in place and being further deployed as part of national policy frameworks for alternative fuel infrastructure.
Amendment 36 #
Proposal for a regulation
Recital 16 a (new)
Recital 16 a (new)
(16a) The pursuit of transport decarbonisation objectives should not serve as a pretext for maintaining or increasing other pollutant emissions, such as NOx and particulate matter, whose harmful effects on health and the environment have been proven beyond doubt.
Amendment 41 #
Proposal for a regulation
Recital 21
Recital 21
(21) Contrary to cars and vans, zero- and low-emission heavy-duty vehicles are not yet available on the market, except for buses. A dedicated mechanism, in the form of super credits, should therefore be introduced to facilitate a smooth transition towards zero-emission mobility. This will provide incentives for the development and deployment on the Union market of zero- and low-emission heavy-duty vehicles that would complement demand-side instruments, such as the Clean Vehicle Directive 2009/33/EC of the European Parliament and of the Council26. To avoid issuing pollution rights, this subsidy system should be offset by arrangements to step up emission reduction targets for manufacturers who would otherwise make less effort to decarbonise their fleets. _________________ 26 Directive 2009/33/EC of the European Parliament and of the Council of 23 April 2009 on the promotion of clean and energy-efficient road transport vehicles as amended by Directive …/…/EU [COM(2017) 653 final] (OJ L 120, 15.5.2009, p. 5).
Amendment 52 #
Proposal for a regulation
Recital 24
Recital 24
(24) In designing the incentive mechanism for the deployment of zero- emission heavy-duty vehicles, also smaller lorries, buses and coaches that are not, given current technical progress, subject to the CO2 emission targets under this Regulation should be included. Nevertheless, all heavy vehicle categories should ultimately be able to meet emission reduction targets. These vehicles also have significant benefits in terms of helping to address air pollution problems in cities. However, it should be noted that zero-emission buses are already on the market and are incentivised through demand-side measures such as public procurement. In order to ensure that the incentives are well balanced between the different types of vehicles, the savings resulting from the zero-emission smaller lorries, buses and coaches should therefore also be subject to a cap.
Amendment 54 #
Proposal for a regulation
Recital 25
Recital 25
(25) In order to promote a cost-effective implementation of the CO2 reduction requirements, while taking into account fluctuations in the fleet composition and emissions over the years, manufacturers should have the possibility to balance their overachievement in complying with their specific emission target in one year with an underperformance in another year. However, this would be for a limited period to avoid undermining the benefits of this legislation.
Amendment 56 #
Proposal for a regulation
Recital 26
Recital 26
(26) In order to incentivise early reduction achievements, a manufacturer, whose average specific emissions are below the emission reduction trajectory defined by the reference emissions in 2019 and the 2025 target, should, for three years at least, be able to bank those emission credits for the purpose of target compliance in 2025. Similarly, a manufacturer, whose average specific emissions are below the emission reduction trajectory between the 2025 and the 2030 targets, should, for at least three years, be able to bank those emission credits for the purpose of target compliance in the period 2025 to 2029.
Amendment 57 #
Proposal for a regulation
Recital 27
Recital 27
(27) In case of non-compliance with its specific emission target in any of the years 2025 to 2029, a manufacturer should, for at least three years, also have the possibility to acquire a limited emission debt. However, byfor 2029 manufacturers shwould clear any remaininghave to purify any residual issuance debt, failing which they would have to pay penalties for excess emission debt.
Amendment 60 #
Proposal for a regulation
Recital 29
Recital 29
(29) The Commission should impose a financial penalty, in the form of an excess emissions premium, where a manufacturer is found to have excess emissions, taking into account the emission credits and debts. In order to provide manufacturers with a sufficient incentive to take measures to reduce the specific CO2 emissions from heavy-duty vehicles, the premium should exceed the average marginal costs of the technologies needed to meet the targets. The premium should be considered as revenue for the general budget of the Uniona way of financing an equitable transition, towards a decarbonised economy, with clean mobility infrastructures, while preserving jobs and responding to the new training needs generated by new technologies and new energies. The methodology for collecting the premiums should be determined by means of an implementing act, taking into account the methodology adopted pursuant to Regulation (EC) No 443/2009.
Amendment 61 #
Proposal for a regulation
Recital 30
Recital 30
(30) A robust compliance mechanism is necessary in order to ensure that the targets under this Regulation are met. The obligations placed on manufacturers to deliver accurate data pursuant to Regulation (EU) No …/2018 [Monitoring & Reporting HDV] and the administrative fines that may be imposed in the case of non-compliance with that obligation, contributes to ensuring the robustness of the data used for target compliance purposes under this Regulation. It is in the interest of consumers and the general public to know which manufacturers are or are not complying with the new emission standards.
Amendment 64 #
Proposal for a regulation
Recital 31
Recital 31
(31) It is essential for achieving the CO2 reductions pursuant to this Regulation that the CO2 emissions of heavy-duty vehicles in use are in conformity with the values determined pursuant to Regulation (EC) No 595/2009 and its implementing measures. It should therefore be possible for the Commission to take into account, in the calculation of the average specific emissions of a manufacturer, any systematic non-conformity found by type approval authorities, including those flagged by third parties, with regard to the CO2 emissions of heavy-duty vehicles in use.
Amendment 65 #
Proposal for a regulation
Recital 32
Recital 32
(32) In order to be in a position to take such measures the Commission should have the powers to prepare and implement a procedure for verifying the in-service conformity of the CO2 emissions of heavy- duty vehicles on the market. For that purpose Regulation (EC) No 595/2009 should be amended. To this end, the Commission should, through its Joint Research Centre (JRC), begin to develop emission tests under real driving conditions, evaluate the feasibility of carrying out these tests using portable emissions measurement systems (PEMS), and explore the possibilities of refining real-time stock fuel consumption measurement.
Amendment 71 #
Proposal for a regulation
Recital 36 a (new)
Recital 36 a (new)
(36a) In addition to establishing exhaust emission reduction targets and in order to fine-tune future legislation aimed at limiting fossil CO2 emissions into the atmosphere, a way should be found of calculating atmospheric emissions from the complete life cycle of the vehicle and its fuel, taking into account direct and indirect emissions related to the manufacturing process, as well as the extraction, processing, reprocessing or recycling of raw materials.
Amendment 88 #
Proposal for a regulation
Article 2 – paragraph 1 – subparagraph 2
Article 2 – paragraph 1 – subparagraph 2
It shall also apply, for the purposes of Article 5 and point 2.3 of Annex I, to vehicles of the categories M2 and M3, and to vehicles of the category N that do not yet fall within the scope of Regulation (EU) No 510/2011 and do not meet the characteristics set out in points (a) to (d). The Commission will need to assess in 2022 whether, technologically speaking, M2 and M3 vehicles can be included in in point 1 of this Article.
Amendment 108 #
Proposal for a regulation
Article 5 – paragraph 2 – point a
Article 5 – paragraph 2 – point a
(a) a zero-emission heavy-duty vehicle shall be counted as 21 vehicles;
Amendment 113 #
Proposal for a regulation
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
(b) a low-emission heavy-duty vehicle shall be counted as up to 21 vehicles according to a function of its specific CO2 emissions and the threshold emission level of 350 g CO2/km.
Amendment 114 #
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
3. The zero- and low-emission factor shall reduce the average specific emissions of a manufacturer by a maximum of 35% . The contribution of zero-emission heavy- duty vehicles of the categories referred to in the second sub-paragraph of Article 2(1) to that factor shall reduce the average specific emissions of a manufacturer by a maximum of 1.5 %. On the other hand, non-compliance by low-emission and zero-emission vehicles shall increase the average specific emissions of a manufacturer by a maximum of 5 %.
Amendment 122 #
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 2
Article 7 – paragraph 1 – subparagraph 2
Emission credits shall be acquired over the period 2019 to 2029. However, the credits acquired over the period 2019 to 2024 shall be taken into account for the purpose of determining the manufacturer’s compliance with the 2025 specific emission target only and may not be carried over beyond three years.
Amendment 125 #
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 4
Article 7 – paragraph 1 – subparagraph 4
Emission credits and debts acquired in 2025 and any of the subsequent calendar years until 2028 shall, where available, be carried-over from one calendar year to another until 2029 when any remaining emission debts shall be cleared up to a maximum of three years.
Amendment 142 #
Proposal for a regulation
Article 11 – paragraph 1
Article 11 – paragraph 1
1. The Commission shall monitor and assess the real-world representativeness of the CO2 emissions and fuel consumption values determined in accordance with Regulation (EU) 2017/2400. It shall ensure that the public it informed of how that representativeness evolves over time. It shall assess the feasibility of testing CO2 emissions under real driving conditions based on portable measurement systems, as well as on measuring instruments for stock fuel consumption, and publish the results as part of the revision process referred to in Article 13(1) of this Regulation.
Amendment 160 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – paragraph 1 – subparagraph 1
Annex I – point 2 – point 2.3 – paragraph 1 – subparagraph 1
ZLEV = V / (Vconv + Vzlev) with a minimum of 0,975 and a maximum of 1.05