Activities of Merja KYLLÖNEN related to 2017/0293(COD)
Plenary speeches (1)
Emission performance standards for new passenger cars and for new light commercial vehicles (debate) FI
Shadow opinions (1)
OPINION on the proposal for a Regulation of the European Parliament and of the Council setting emission performance standards for new passenger cars and for new light commercial vehicles as part of the Union's integrated approach to reduce CO2 emissions from light-duty vehicles and amending Regulation (EC) No 715/2007 (recast)
Amendments (28)
Amendment 80 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Better designed car labelling providing consumers with comparable, reliable and user friendly information about the benefits of low emission cars, including information concerning air pollutants and running costs in addition to CO2 emissions and fuel consumption, could support the uptake of the most fuel efficient and environmentally friendly cars across the Union. The Commission should therefore review Directive 1999/94/EC no later than 31st December 2019 and put forward a relevant legislative proposal.
Amendment 99 #
Proposal for a regulation
Recital 17
Recital 17
(17) In determining the credits for the zero- and low-emission vehicles, it is appropriate to account for the difference in CO2 emissions between the vehicles. The adjustment mechanism should ensure that a manufacturer exceeding the benchmark level would benefit from a higher specific CO2 target, whereas a manufacturer not achieving the benchmark would have to comply with a stricter CO2 target. In order to ensure a balanced approach, limits should be set to the level of adjustment possible within that mechanism. This will provide for incentives, promoting a timely roll-out of recharging and refuelling infrastructure and yielding high benefits for consumers, competitiveness, and the environment.
Amendment 102 #
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17a) Recharging and refuelling infrastructure needs to be put in place quickly and different support instruments at both Union and Member State level need to effectively work together mobilising significant public investment.
Amendment 103 #
Proposal for a regulation
Recital 17 b (new)
Recital 17 b (new)
(17b) A successful transition to zero- emission mobility requires a comprehensive enabling landscape through the deployment of alternative fuels infrastructure, robust car labelling schemes, strong enforcement of air quality and climate change mitigation standards. Strong support schemes for workers in the automotive industry are needed for a just transition.
Amendment 113 #
Proposal for a regulation
Recital 22
Recital 22
(22) The aim of this Regulation is to create incentives for the automotive industry to invest in new technologies. 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 and emission reductions in the material production, manufacturing and end of life stages of the vehicle lifecycle.
Amendment 121 #
Proposal for a regulation
Recital 17
Recital 17
(17) In determining the credits for the zero- and low-emission vehicles, it is appropriate to account for the difference in CO2 emissions between the vehicles. The adjustment mechanism should ensure that a manufacturer exceeding the benchmark level would benefit from a higher specific CO2 target, whereas a manufacturer not achieving the benchmark would have to comply with a stricter CO2 target. In order to ensure a balanced approach, limits should be set to the level of adjustment possible within that mechanism. This will provide for incentives, promoting a timely roll-out of recharging and refuelling infrastructure and yielding high benefits for consumers, competitiveness, and the environment.
Amendment 131 #
Proposal for a regulation
Recital 38 a (new)
Recital 38 a (new)
(38a) It is of critical importance to consider the inevitable social impacts of the low-carbon transition in the automotive sector and to be proactive in addressing the unavoidable job implications that will be particularly pronounced in certain most affected regions. It is paramount therefore that current measures facilitating the low- carbon transition are also accompanied by targeted programmes for redeployment, re-skilling and up-skilling of workers, as well as education conducted in close dialogue with the social partners. Such efforts should be co-financed by earmarked revenues from the collected excess emissions premiums.
Amendment 133 #
Proposal for a regulation
Recital 41
Recital 41
(41) The effectiveness of the targets set out in this Regulation in reducing CO2 emissions in reality is strongly dependent on the representativeness of the official test procedure. In accordance with the Opinion of the Scientific Advice Mechanism (SAM)23 and the recommendation of the European Parliament, following its inquiry into emission measurements in the automotive sector24 , a mechanism should be put in place to assess the real world representativeness of vehicle CO2 emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151. The Commission should have the powers to ensure the public availability of such data, and, where necessary, develop the procedures needed for identifying and collecting the data required for performing such assessments. most reliable way to ensure the real world representativeness of type-approval values is by introducing a real-world CO2 emissions test, which the Commission should be empowered to develop. That test should be developed by means of delegated acts and introduced at the latest two years after the date of application of this Regulation. However, in the meantime, and until it becomes applicable, compliance should be ensured by using data from the fuel consumption meters to be reported by manufacturers coupled with a not-to-exceed (NTE) limit of a maximum of 15 % above the type- approval values measured as of 2021 using the WLTP test. _________________ 23 High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO2 emissions and laboratory testing" 24 European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP))
Amendment 137 #
Proposal for a regulation
Recital 42 a (new)
Recital 42 a (new)
(42a) The Commission should, by 2024, review the effectiveness of the measures introduced by this Directive, based on the best and latest available scientific evidence, in limiting the trade-offs of a tailpipe only metric with regard to shifting impacts to embedded greenhouse gas emissions and addressing ways to further minimise that impact.
Amendment 142 #
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation establishes CO2 emissions performance requirements for new passenger cars and for new light commercial vehicles in order to ensure the proper functioning of the internal machievement of Union´s climate commitments and tarkgets.
Amendment 180 #
Proposal for a regulation
Recital 41
Recital 41
(41) The effectiveness of the targets set out in this Regulation in reducing CO2 emissions in reality is strongly dependent on the representativeness of the official test procedure. In accordance with the Opinion of the Scientific Advice Mechanism (SAM)23 and the recommendation of the European Parliament, following its inquiry into emission measurements in the automotive sector24 , a mechanism should be put in place to assess the real world representativeness of vehicle CO2 emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151. The Joint Research Centre should be given the mandate to start working on the feasibility of real- driving emissions testing for CO2, allowing stakeholders to participate, to ensure such testing to be included in the regulatory framework as soon as possible. The real-world emission of vehicles should lie within a not-to-exceed (NTE) limit, set for each manufacturer in 2021 in respect of their 2025 and 2030 emission targets. The Commission should have the powers to ensure the public availability of such data, and from fuel consumption meters, and also, where necessary, develop the procedures needed for identifying and collecting the data required for performing such assessments. __________________ 23 High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO2 emissions and laboratory testing" 24 European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP))
Amendment 186 #
Proposal for a regulation
Recital 42
Recital 42
(42) In 2024 it is foreseen to review the progress achieved under the [Effort Sharing Regulation and Emissions Trading System Directive]. It is therefore appropriate to assess the effectivenessThis Regulation should be reviewed in 2022 to take into account the rapid changes in technology and increased demand of low- and zero- emission vehicles. A review of thise Regulation in that same year to alshould adapt the share of low- a coordinated and coherent assessment of the measures implemented under all these instrumentsnd zero-emission vehicles needed to trigger the two-way adjustment mechanism.
Amendment 203 #
8a. From 2025 onwards manufacturers shall report on the lifecycle CO2 emissions of the vehicle types they put on the market after 1 January 2025 based on the harmonized EU methodology. For this purpose, the Commission shall develop, no later than 1 January 2022, by way of delegated acts a harmonized methodology on lifecycle CO2 emissions of all fuel types and vehicle powertrains found on the EU market. Such methodology shall be in line with the relevant ISO standards and account for the global warming potential (GWP) of vehicle’s well-to-wheel, tank-to- wheel and end-of-life emissions.
Amendment 208 #
Proposal for a regulation
Article 7 – paragraph 9 a (new)
Article 7 – paragraph 9 a (new)
9a. During the monitoring and reporting phase, Member States shall take into account the amount of sustainable renewable energy consumed in transport and their GHG saving benefit (according to the Directive of the European Parliament and of the Council on the promotion of the use of energy from renewable sources), and communicate these values to the Commission. Those values shall be deducted from the CO2 emissions, and complement information as requested in paragraph 4 of this Article.
Amendment 210 #
Proposal for a regulation
Article 7 – paragraph 9 b (new)
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 sustainable renewable energy used / 10.
Amendment 212 #
Proposal for a regulation
Article 8 – paragraph 4
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 shall be earmarked for policy measures, conducted in close cooperation with social partners, promoting re-skilling and redeployment in the automotive sector in order to contribute to a just transition to a low-carbon economy.
Amendment 220 #
Proposal for a regulation
Article 1 – paragraph 4 – point a
Article 1 – paragraph 4 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 1525 % reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;
Amendment 228 #
Proposal for a regulation
Article 1 – paragraph 4 – point b
Article 1 – paragraph 4 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 1525 % reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part B of Annex I;
Amendment 246 #
Proposal for a regulation
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 3045 % reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part A of Annex I;
Amendment 248 #
Proposal for a regulation
Article 14 – paragraph 1
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, 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 . This report will also bring forward proposals for a mechanism to take lifecycle emissions into account in the regulation, in order to ensure embedded emission do not erode the benefits related to the improved operational energy use of vehicles. _________________ 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)
Amendment 255 #
Proposal for a regulation
Article 14 – paragraph 1 a (new)
Article 14 – paragraph 1 a (new)
1a. The Commission shall by 2021 establish a framework for calculating lifecycle CO2 emissions in a coherent and robust way and establish mechanism for manufacturers to report such emissions on a voluntary basis.
Amendment 257 #
Proposal for a regulation
Article 14 – paragraph 3 – subparagraph 2 a (new)
Article 14 – paragraph 3 – subparagraph 2 a (new)
The Commission shall by 31 December 2019 review Directive 1999/94/EC in order to provide consumers with accurate, robust and comparable information on the fuel consumption, CO2 emissions and air pollutant emissions of new passenger cars placed on the market.
Amendment 263 #
Proposal for a regulation
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet- wide target equal to a 3045 % reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.
Amendment 336 #
Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 3 a (new)
Article 7 – paragraph 8 – subparagraph 3 a (new)
Amendment 342 #
Proposal for a regulation
Article 7 – paragraph 9 a (new)
Article 7 – paragraph 9 a (new)
Amendment 348 #
Proposal for a regulation
Article 7 – paragraph 9 b (new)
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 sustainable renewable energy used/10.
Amendment 378 #
Proposal for a regulation
Annex II – part A – point 1 – paragraph 1 – point t a (new)
Annex II – part A – point 1 – paragraph 1 – point t a (new)
(ta) vehicle family lifecycle CO2 emissions, where available.
Amendment 417 #
Proposal for a regulation
Article 14 – paragraph 1
Article 14 – paragraph 1
1. The Commission shall in 20243 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, 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 . In order to ensure embedded emissions do not erode the benefits related to the improved use phase vehicle emissions, the Commission will also bring forward proposals for a credit mechanism that take lifecycle emissions into account in the Regulation. __________________ 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)