Activities of Zdzisław KRASNODĘBSKI related to 2021/0197(COD)
Plenary speeches (1)
Binding annual greenhouse gas emission reductions by Member States (Effort Sharing Regulation) - Land use, land use change and forestry (LULUCF) - CO2 emission standards for cars and vans (joint debate – Fit for 55 (part 2))
Shadow opinions (1)
OPINION on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition
Amendments (18)
Amendment 73 #
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero- and low- emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, can continue to play a role in the transition pathway.
Amendment 78 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) At the same time, the risk of a possible massive import of undesirable, high-emission vehicles decommissioned from the fleet in Member States with a GDP above the Union average to Member States with a GDP below the Union average, contributing to the carry-over of harmful emissions from road transport from one Member States to the others, should be taken into account inasmuch as it hinders the renewal of their own national car fleet. Moreover, this internal Union carbon leakage phenomenon creates an additional problem for some Member States, related not only to air quality and road safety, but also to meeting the Effort Sharing Regulation targets.
Amendment 91 #
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero- and low-emission vehicles on the Union market and to stimulate innovation in zero- and low-emission technologies in a cost- efficient way.
Amendment 104 #
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of zero- and low- emission vehicles and associated technologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. Where appropriate, financial support should be considered at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
Amendment 109 #
Proposal for a regulation
Recital 12
Recital 12
(12) The updated New Industrial Strategy26 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions. The appropriate actions and incentives at European and national level to boost the affordability of zero - and low-emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero- and low-emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-year progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. The Commission should also recognise that, with the technical progress in construction of ever more advanced zero- and low-emission car engines, the methodology used for calculating the greenhouse gas emissions of new passenger cars and new light commercial vehicles is no longer relevant inasmuch as it does not take into account all the emissions occurring during the whole life- cycle of a vehicle. The methodology should be therefore reassessed in the progress report. __________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
Amendment 118 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) In the review of this Regulation, the Commission should include a new methodology for calculating the greenhouse gas emissions of new passenger cars and new light commercial vehicles focusing not only on vehicle exhaust emissions, but on the vehicle’s life-cycle as a whole, i.e. manufacture, use, scrapping, as well as on the fuel and/or energy used for propulsion of the vehicle.
Amendment 123 #
Proposal for a regulation
Recital 13
Recital 13
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in Directive 2014/94/EU of the European Parliament and of the Council27 , which still remains too sparse throughout the Union to allow to achieve the objective of the European Green Deal, i. e. one million charging points by 2025. Without the necessary recharging and refuelling infrastructure the green transition of the road transport would not be possible, nor would Regulation (EU) 2019/631 be successful in producing the desired results. __________________ 27Directive 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 131 #
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero- and low-emission vehicles in a cost-efficient manner, and it is therefore appropriate to maintain the approach of decreasing target levels in five-year step. The approach of decreasing target levels in five-year steps should be therefore perceived as an expression of high political ambitions but not without risk, knowing that passenger cars are produced and designed in at least five-year cycles, and light commercial vehicles even longer. Frequent changes of key requirements may have a significant negative impact on employment and vehicle production costs, in particular for SMEs in the automotive supply chain as they have lower technical potential and a smaller budget for changing their production model, and thus reduce the availability of new vehicles for final consumers.
Amendment 140 #
Proposal for a regulation
Recital 15
Recital 15
(15) With the stricter EU fleet-wide targets from 2030 onwards, manufacturers will have to deploy significantly more zero-emission vehicles on the Union market. In that context, the incentive mechanism for zero- and low-emission vehicles (‘ZLEV’) would, in most cases, no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/631. The ZLEV incentive mechanism should therefore be removed as of 2030. Before that date and therefore throughout this decade. The ZLEV incentive mechanism should therefore be removed as of 2030, except for the Member States with a share of ZLEV in their fleet lower than the Union average in 2029, where the incentive mechanism for ZLEV will continue to support those Member States in their gradual transition towards zero emission road mobility. Phasing out of the incentives should closely correlate with the level of development of the ZLEV market. Full termination of public support to this kind of technologies should be allowed only when perfect substitutability between electric cars and conventional fuel vehicles is achieved, in particular as the cost parity of both modes of transport is concerned. Before 2030, and, in the aforementioned exceptional case, beyond it, the incentive mechanism for ZLEV will therefore continue to support the deployment of vehicles with emissions from zero up to 50 g CO2/km, including battery electric vehicles, fuel-cell electric vehicles using hydrogen and well performing plug-in hybrid electric vehicles. After that date, plug-in hybrid electric vehicles continue to count against the fleet- wide targets that vehicle manufacturers must meet.
Amendment 156 #
Proposal for a regulation
Recital 21
Recital 21
(21) In view of the increased overall greenhouse gas emissions reduction objectives and to avoid potential market distorting effects, the reduction requirements for all manufacturers present in the Union market should be aligned, except for those responsible for less than 1 000 new vehicles registered in a calendar year. Consequently, the possibility for manufacturers responsible for between 1 000 fewer thand 10 000 passenger cars or between 1 000 fewer thand 22 000 light commercial vehicles newly registered in a calendar year to apply for a derogation from their specific emission targets should cease from 2030 onwards.
Amendment 186 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point -a (new)
Article 1 – paragraph 1 – point 1 – point -a (new)
Regulation (EU) 2019/631
Article 1 – paragraph -5 a (new)
Article 1 – paragraph -5 a (new)
(-a) the following paragraph is inserted: ‘-5a. This Regulation shall be reviewed no later than five years after its entry into force and supplemented by new measures for calculating the greenhouse gas emissions of new passenger cars and new light commercial vehicles that will take into account the emissions during the whole life-cycle of a vehicle, as well as on the fuel and/or energy used for propulsion of the vehicle, based on the methodologies set out in Article7(10).’
Amendment 215 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a – point a
Article 1 – paragraph 5a – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 1090 % reduction of the target in 2021 determined in accordance with Part A, point 6.1.3, of Annex I;
Amendment 219 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation (EU) 2019/631
Article 1 – paragraph 5a – point b
Article 1 – paragraph 5a – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 1090 % reduction of the target in 2021 determined in accordance with Part B, point 6.1.3, of Annex I.
Amendment 229 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point d
Article 1 – paragraph 1 – point 1 – point d
Regulation (EU) 2019/631
Article 1 – paragraph 7
Article 1 – paragraph 7
(d) paragraph 7 is deleted;amended as follows: ‘7. From 1 January 2030 in Member States with a share of zero- and low- emission vehicles in their fleet below the Union average in 2029, the following zero- and low-emission vehicles' benchmarks shall apply in accordance with points 6.3 of Parts A and B of Annex I, respectively: (a) a benchmark equal to a 50 % share of the fleet of new passenger cars; and (b) a benchmark equal to a 45 % share of the fleet of new light commercial vehicles.’
Amendment 231 #
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point b a (new)
Article 1 – paragraph 1 – point 2 – point b a (new)
Regulation (EU) 2019/631
Article 2 – paragraph 4
Article 2 – paragraph 4
(ba) in paragraph 4, the following words are added at the beginning of to the first sentence: 'From 1 January 2025 to 31 December 2029,'
Amendment 286 #
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14 a – paragraph 1
Article 14 a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means. It shall also reassess the methodology used for calculating the greenhouse gas emissions of new passenger cars and new light commercial vehicles.
Amendment 292 #
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14 a – paragraph 2
Article 14 a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact of possible extension of ETS to road transport sector, impact on Member States GHG and air quality targets, annual purchases of new zero- and low-emission vehicles as well as second-hand vehicles for different European emission standards (EURO) per Member State, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.
Amendment 354 #
Proposal for a regulation
Annex I – paragraph 1 – point 1 – point f
Annex I – paragraph 1 – point 1 – point f
Regulation (EU) 2019/631
Annex 1– part A – point 6.3.1
Annex 1– part A – point 6.3.1
For new passenger cars registered in Member States with a share of zero- and low-emission vehicles in their fleet below 60% of the Union average in the year 2017 and with less than 1 000 new zero- and low-emission vehicles registered in the year 2017*, ZLEVspecific shall, until and including 2029, be calculated in accordance with the following formula: