BETA

55 Amendments of Theresa GRIFFIN related to 2017/0293(COD)

Amendment 37 #
Proposal for a regulation
Recital 3
(3) The European Strategy for Low- Emission Mobility16 sets a clear ambition: by mid-century, greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and be firmly on the path towards zero. Emissions of air pollutants from transport that harm our health need to be drastically reduced without delay. Emissions from conventional combustion engines will need to further reduce after 2020. Zero- and low emission vehicles will need to be deployed and gain significant market share by 2030. In order to meet the EU's commitments of the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (UNFCC), held in Paris in 2015, the decarbonisation of the transport sector must be accelerated and greenhouse gas emissions from passenger cars and light commercial vehicles should be firmly on the path towards zero- emission by mid-century. __________________ 16 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions A European Strategy for Low-Emission Mobility (COM(2016) 501 final).
2018/05/04
Committee: ITRE
Amendment 41 #
Proposal for a regulation
Recital 4 a (new)
(4a) 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 the most affected regions
2018/05/04
Committee: ITRE
Amendment 43 #
Proposal for a regulation
Recital 9
(9) An evaluation of Regulations (EC) No 443/2009 and (EU) No 510/2011 in 2015 concluded that those Regulations have been relevant, broadly coherent, and have generated significant emissions savings, whilst being more cost-effective than originally anticipated. They have also generated significant added value for the Union that could not have been achieved to the same extent through national measures. However, that evaluation also concluded that actual CO2 savings achieved are considerably less than those suggested by the type-approval test performance and that the ‘emissions gap’ between type- approval test and real-world performance has considerably undermined the effectiveness of the CO2 performance standards as well as consumers' trust in the potential fuel savings of new vehicles.
2018/05/04
Committee: ITRE
Amendment 51 #
Proposal for a regulation
Recital 12 a (new)
(12a) The Commission’s evaluation of Directive 1999/94/EC1a in 2016 identified a need for further clarification and simplification of the legislation, which could increase its relevance, effectiveness, efficiency and coherence. Commission Recommendation (EU) 2017/9481b aims to encourage a harmonised application of Directive 1999/94/EC. Nevertheless, better designed and further harmonised Union requirements on 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 Directive1999/94/EC no later than 31 December2019 and put forward a relevant legislative proposal. __________________ 1aDirective 1999/94/EC of the European Parliament and of the Council of 13December 1999 relating to the availability of consumer information on fuel economy and CO2 emissions in respect of the marketing of new passenger cars (OJ L12, 18.1.2000, p. 16). 1bCommission Recommendation (EU)2017/948 of 31 May 2017 on the use of fuel consumption and CO2 emission values type-approved and measured in accordance with the World Harmonised Light Vehicles Test Procedure when making information available for consumers pursuant to Directive1999/94/EC of the European Parliament and of the Council (OJ L 142, 2.6.2017, p.100).
2018/05/04
Committee: ITRE
Amendment 54 #
Proposal for a regulation
Recital 13
(13) Reduction levels for the Union- wide fleets of new passenger cars and light commercial vehicles should therefore be set for 2025 and for 2030, taking into account the vehicle fleet renewal time and the need for the road transport sector to contribute to the 2030 climate and energy targets and longer-term climate goals. This stepwise approach also provides a clear and early signal for the automotive industry not to delay the market introduction of energy efficient technologies and zero- and low-emission vehicles.
2018/05/04
Committee: ITRE
Amendment 61 #
Proposal for a regulation
Recital 14
(14) While the Union is among the world's major producers of motor vehicles and demonstrates technological leadership in this sector, competition is increasing and the global automotive sector is changing rapidly through new innovations in electrified powertrains, and cooperative, connected and automated mobility. In order to retain its global competitiveness and access to markets, and to create the needed security for investors in the supply chains of the new technologies, the Union needs a regulatory framework, including a particular incentivguaranteed minimal uptake in the area of zero- and low-emission vehicles, which creates a large home market and supports technological development and innovation.
2018/05/04
Committee: ITRE
Amendment 66 #
Proposal for a regulation
Recital 15
(15) A dedicated incentive mechanismguaranteed minimum share of zero- and low-emission vehicles in the newly sold EU vehicle fleet should be introduced to facilitate a smooth transition towards zero-emission mobility. This crediting mechanismminimum share should be designed so as to promote the deployment on the Union market of zero- and low- emission vehicles.
2018/05/04
Committee: ITRE
Amendment 78 #
Proposal for a regulation
Recital 17 a (new)
(17a) Recharging and refuelling infrastructure needs to be put in place quickly in order to provide confidence to consumers of zero- and low- emission vehicles, and different support instruments at both Union and Member State level need to effectively work together mobilising significant public and private investment.
2018/05/04
Committee: ITRE
Amendment 80 #
Proposal for a regulation
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. That transition further requires a common policy framework for vehicles, infrastructures, electricity grids.
2018/05/04
Committee: ITRE
Amendment 82 #
Proposal for a regulation
Recital 18
(18) The legislative framework for implementing the average new car and light commercial vehicle fleet target should ensure competitively neutral, socially equitable and sustainable reduction targets which take account of the diversity of European automobile manufacturers and avoid any unjustified distortion of competition between them, whilst giving fair chances to new entrants.
2018/05/04
Committee: ITRE
Amendment 89 #
Proposal for a regulation
Recital 21
(21) In order to distribute the emission reduction effort in a competitively neutral and fair way that reflects the diversity of the market for passenger cars and light commercial vehicles, and in view of the change in 2021 to WLTP-based specific emission targets, it is appropriate to determine the slope of the limit value curve on the basis of the specific emissions of all newly registered vehicles in that year, and to take into account the change in the EU fleet-wide targets between 2021, 2025 and 2030 with a view to ensuring an equal reduction effort of all manufacturers. With regard to light commercial vehicles, the same approach as that for car manufacturers should apply to manufacturers of lighter, car derived, vans, while for manufacturers of vehicles falling within the heavier segments, a higher and fixed slope should be set for the whole target perio, an equal reduction effort of all manufacturers should be ensured.
2018/05/04
Committee: ITRE
Amendment 91 #
Proposal for a regulation
Recital 21
(21) In order to distribute the emission reduction effort in a competitively neutral and fair way that reflects the diversity of the market for passenger cars and light commercial vehicles, and in view of the change in 2021 to WLTP-based specific emission targets, it is appropriate to determine the slope of the limit value curve on the basis of the specific emissions of all newly registered vehicles in that year, and to take into account the change in the EU fleet-wide targets between 2021, 2025 and 2030 with a view to ensuring an equal reduction effort of all manufacturers. With regard to light commercial vehicles, the same approach as that for car manufacturers should apply to manufacturers of lighter, car derived, vans, while for manufacturers of vehicles falling within the heavier segments, a higher and fixed slope should be set for the whole target perio, an equal reduction effort of all manufacturers should be ensured.
2018/05/04
Committee: ITRE
Amendment 97 #
Proposal for a regulation
Recital 23
(23) A balance should however be ensured between incentives given to eco- innovations and those technologies for which the emission reduction effect is demonstrated on the official test procedure. As a consequence, it is appropriate to maintain a cap on the eco-innovation savings that a manufacturer may take into account for target compliance purposes. The Commission should have the possibility to review the level of the cap downwards, in particular, to take into account the effects of the change in the official test procedure. It is also appropriate to clarify how the savings should be calculated for target compliance purposes.
2018/05/04
Committee: ITRE
Amendment 102 #
Proposal for a regulation
Recital 28
(28) The procedure for granting derogations from the 95 g CO2/km fleet target to niche car manufacturers ensures that the reduction effort required by niche manufacturers is consistent with that of large volume manufacturers with regard to that target., However, eExperience shows that niche manufacturers have the same potential as large manufacturers to meet the CO2 targets and with regard to the targets set from 2025 onwards, therefore, it is not considered appropriate to distinguish between those two categories of manufacturers.
2018/05/04
Committee: ITRE
Amendment 103 #
Proposal for a regulation
Recital 28
(28) The procedure for granting derogations from the 95 g CO2/km fleet target to niche car manufacturers ensures that the reduction effort required by niche manufacturers is consistent with that of large volume manufacturers with regard to that target., However, eExperience shows that niche manufacturers have the same potential as large manufacturers to meet the CO2 targets and with regard to the targets set from 2025 onwards. Therefore, it is not considered appropriate to distinguish between those two categories of manufacturers.
2018/05/04
Committee: ITRE
Amendment 109 #
Proposal for a regulation
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 and job-seeking initiatives conducted in close dialogue with the social partners. Such efforts should be co-financed by earmarked revenues from the collected excess emissions premiums.
2018/05/04
Committee: ITRE
Amendment 111 #
Proposal for a regulation
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 powersmost 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 ensure the public availability of such data, and, where necessary,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 2021using the WLTP test. The Commission should have the powers to ensure the public availability of such data, and to develop the procedures needed for identifying and collecting the fuel consumption 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))
2018/05/04
Committee: ITRE
Amendment 114 #
Proposal for a regulation
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. Based on this data, the Commission should calculate and publish each year a specific real-world exceedance factor for each manufacturer that reflects the difference between the averaged real- world CO2 emissions of its newly registered vehicles in a certain year and the type approved values. The real world exceedance factors should be used to adjust the specific emission targets for each manufacturer. __________________ 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))
2018/05/04
Committee: ITRE
Amendment 116 #
Proposal for a regulation
Recital 41 a (new)
(41a) Currently, there is no harmonised way to assess life-cycle emissions from light duty vehicles. It is appropriate that the Commission should provide such analysis by the end of 2026 to present a broad picture of carbon emissions from the light duty vehicles sector. For that purpose, the Commission should develop, by means of delegated acts, a common Union methodology for the consistent data reporting, as of 2025, by manufacturers of the lifecycle CO2 emissions of all fuel types and vehicle powertrains they put on the market. The methodology should also 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. The analysis by the Commission should be based on the data reported by manufacturers as well as any other available relevant data.
2018/05/04
Committee: ITRE
Amendment 123 #
Proposal for a regulation
Recital 17 a (new)
(17a) Setting up a European Clean Mobility Fund could help to cover the necessary investment for a comprehensive alternative fuels infrastructure. It could be co-financed, with the European Union contributing 10 % and another 90 % coming from industry, notably manufacturers, suppliers, energy and fuel producers and other interested parties as well as the excess emissions premiums. Companies or consortia contributing to the fund should be granted preferential access to grants and loans provided by the CEF, EIB and EC IPE. Financial resources from the fund should be awarded according to the criteria of feasibility, European added value, the achievement of deployment goals and cohesion policy. INEA, which already oversees the CEF, could become the responsible agency.
2018/05/28
Committee: ENVI
Amendment 123 #
Proposal for a regulation
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 thereforet is appropriate to assess the effectiveness of this Regulation in that same yearalready in 2023 to allow a coordinated and coherent assessment of the measures implemented under all these instruments and the progress made towards achieving the set targets within the set timeline.
2018/05/04
Committee: ITRE
Amendment 126 #
Proposal for a regulation
Recital 46
(46) In order to amend or supplement non-essential elements of the provisions of this Regulation the power to adopt acts in accordance with Article 290 of the Treaty on the Functioning of the European Union should be delegated to the Commission in respect of amending Annexes II and III as regards data requirements and data parameters, establishing the rules and procedures for reporting life-cycle emissions referred to in Article 7(8a), supplementing the rules on the interpretation of the eligibility criteria for derogations from the specific emissions targets, on the content of applications for a derogation and on the content and assessment of programmes for the reduction of specific emissions of CO2, adjusting the figure of M0 and TM0, referred to in Article 13 , the 7 g CO2/km cap referred to in Article 11, developing areal-world CO2 emissions test referred to in Article 12(1a) and the adjustment of the formulae in Annex I referred to in Article 14(3) . It is of particular importance that the Commission carry out appropriate consultations during its preparatory work, including at expert level and that those consultations be conducted in accordance with the principles laid down in the Interinstitutional Agreement of 13 April 2016 on Better Law-Making26 . In particular, to ensure equal participation in the preparation of delegated acts, the European Parliament and the Council should receive all documents at the same time as Member States' experts, and their experts should systematically have access to meetings of Commission expert groups dealing with the preparation of delegated acts. __________________ 26 OJ L 123, 12.5.2016, p. 1.
2018/05/04
Committee: ITRE
Amendment 128 #
Proposal for a regulation
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 achievement of the Union's climate targets, the improvement of the innovativeness and competitiveness of the European economy and the proper functioning of the internal market .
2018/05/04
Committee: ITRE
Amendment 136 #
Proposal for a regulation
Article 1 – paragraph 4 – introductory part
4. From 1 January 2025 the following EU fleet-wide and manufacturers targets shall apply:
2018/05/04
Committee: ITRE
Amendment 144 #
Proposal for a regulation
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 125% 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;
2018/05/04
Committee: ITRE
Amendment 145 #
Proposal for a regulation
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 125% 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;
2018/05/04
Committee: ITRE
Amendment 149 #
Proposal for a regulation
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 125% 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;
2018/05/04
Committee: ITRE
Amendment 152 #
Proposal for a regulation
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 125% 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;
2018/05/04
Committee: ITRE
Amendment 155 #
Proposal for a regulation
Article 1 – paragraph 4 – point b a (new)
(ba) for the share of zero- and low- emission vehicles, a benchmark equal to a 20 % market share of the sales of new passenger cars and new light commercial vehicles in 2025, determined in accordance with point 6.3 of Part A of Annex I and point 6.3 of Part B of Annex I.
2018/05/04
Committee: ITRE
Amendment 160 #
Proposal for a regulation
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 350% 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;
2018/05/04
Committee: ITRE
Amendment 161 #
Proposal for a regulation
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 350% 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;
2018/05/04
Committee: ITRE
Amendment 171 #
Proposal for a regulation
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 350% 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.
2018/05/04
Committee: ITRE
Amendment 172 #
Proposal for a regulation
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 350% 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.
2018/05/04
Committee: ITRE
Amendment 179 #
Proposal for a regulation
Article 1 – paragraph 5 – point b a (new)
(ba) for the share of zero- and low- emission vehicles, a benchmark equal to a 50 % market share of the sales of new passenger cars and new light commercial vehicles in 2030, determined in accordance with point 6.3 of Part A of Annex I and point 6.3 of Part B of Annex I.
2018/05/04
Committee: ITRE
Amendment 217 #
Proposal for a regulation
Article 7 – paragraph 8 – subparagraph 3 – introductory part
The Commission mayshall 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
Amendment 218 #
Proposal for a regulation
Article 7 – paragraph 8 a (new)
8a. From 1 January 2025 onwards manufacturers shall report to the Commission on the lifecycle CO2 emissions of the vehicle types they put on the market as of that date based on a harmonised Union methodology. For that purpose, the Commission is empowered to adopt delegated acts in accordance with Article 16 in order to supplement this Regulation by developing detailed rules on the procedures for reporting lifecycle CO2 emissions of all fuel types and vehicle powertrains found on the Union market. No later than 31 December 2026, the Commission shall provide an analysis of the overall life-cycle emissions from new light duty vehicles in the Union in order to better direct future policy efforts in emissions cuts in the sector. The analysis shall be made publicly available.
2018/05/04
Committee: ITRE
Amendment 230 #
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 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.
2018/05/04
Committee: ITRE
Amendment 240 #
Proposal for a regulation
Article 10 – paragraph 3
3. Where the Commission considers that the manufacturer is eligible for a derogation applied for under paragraph 1 and is satisfied that the specific emissions target proposed by the manufacturer is consistent with its reduction potential, including the economic and technological potential to reduce its specific emissions of CO2, and taking into account the characteristics of the market for the type of passenger car or light commercial vehicle manufactured, the Commission shall grant a derogation to the manufacturer. The application shall be submitted at the latest by 31 October of the first year in which the derogation shall apply.
2018/05/04
Committee: ITRE
Amendment 242 #
Proposal for a regulation
Article 10 – paragraph 4
4. An application for a derogation from the specific emissions target calculated in accordance with points 1 to 4 of Part A of Annex I may be made by a manufacturer which is responsible, together with all of its connected undertakings, for between 10 000 and 300 000 new passenger cars registered in the Union per calendar year. Such application may be made by a manufacturer in respect of itself or in respect of itself together with any of its connected undertakings. An application shall be made to the Commission and shall include: (a) all of the information referred to in paragraphs 2(a) and (c) including, where relevant, information about any connected undertakings; (b) on the average specific emissions of CO2 in 2007 or, where a single application is made in respect of a number of connected undertakings, a 45 % reduction on the average of those undertakings’ average specific emissions of CO2 in 2007. Where information on a manufacturer's average specific emissions of CO2 does not exist for the year 2007, the Commission shall determine an equivalent reduction target based upon the best available CO2 emissions reduction technologies deployed in passenger cars of comparable mass and taking into account the characteristics of the market for the type of car manufactured. This target shall be used by the applicant for the purposes of point (b). The Commission shall grant a derogation to the manufacturer where it is demonstrated that the criteria for the derogation referred to in this paragraph have been met.deleted a target which is a 45 % reduction
2018/05/04
Committee: ITRE
Amendment 248 #
Proposal for a regulation
Article 11 – paragraph 1 – subparagraph 2
Such technologies shall be taken into consideration only if the methodology used to assess them is capable of producing verifiable, repeatable and comparable results, and only until the WLTP- measured value is not complemented or replaced by other data that are more representative of real world emissions.
2018/05/04
Committee: ITRE
Amendment 255 #
Proposal for a regulation
Article 11 – paragraph 1 – subparagraph 4
The Commission may adjust the cap downwards with effect from 2025 onwards. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.
2018/05/04
Committee: ITRE
Amendment 260 #
Proposal for a regulation
Article 12 – paragraph 1
1. The Commission shall monitor and assess the real world representativeness of the CO2 emission and energy consumption values determined in accordance with Regulation (EU) 2017/1151. It shall ensure that the public is informed of how that representativeness evolves over time.
2018/05/04
Committee: ITRE
Amendment 262 #
Proposal for a regulation
Article 12 – paragraph 1 a (new)
1a. In order to ensure the representativeness referred to in paragraph 1, compliance shall be measured by means of a real-world CO2 emissions test. The Commission is empowered to adopt delegated acts in accordance with Article 16 in order to supplement this Regulation by developing the real-world CO2 emissions test, at the latest two years after the date of application of this Regulation.
2018/05/04
Committee: ITRE
Amendment 268 #
Proposal for a regulation
Article 12 – paragraph 2 a (new)
2a. The Commission shall ensure that the public is informed of how the real world representativeness evolves over time.
2018/05/04
Committee: ITRE
Amendment 269 #
Proposal for a regulation
Article 12 – paragraph 3
3. The Commission mayshall adopt the measures referred to in this Articledetailed rules on the procedures for reporting data from fuel consumption meters by means of implementing acts in accordance with the examination procedure referred to in Article 15(2).
2018/05/04
Committee: ITRE
Amendment 277 #
Proposal for a regulation
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, to confirm or revise upwards, as necessary, the Union fleet- wide CO2 emissions target and zero- and low-emission benchmark in accordance with Article 1. This report wishall 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 . __________________ 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)
2018/05/04
Committee: ITRE
Amendment 284 #
Proposal for a regulation
Article 14 – paragraph 2
2. The Commission shall take into account the assessments performed pursuant to Article 12 and mayshall, where appropriate, review the procedures for measuring CO2 emissions as set out under Regulation (EC) No 715/2007. The Commission shall, in particular, make appropriate proposals to adapt those procedures to reflect adequately the real world CO2 emissions of cars and light commercial vehicles.
2018/05/04
Committee: ITRE
Amendment 285 #
Proposal for a regulation
Article 14 – paragraph 3 – subparagraph 2 a (new)
The Commission shall by 31 December 2019 review Directive 1999/94/EC, and where appropriate, submit a relevant proposal 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.
2018/05/04
Committee: ITRE
Amendment 329 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 3 – subparagraph 2
ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.00.95 in which case the ZLEV factor shall be set to 1.05 or 1.00.95 as the case may be
2018/05/04
Committee: ITRE
Amendment 335 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3 – paragraph 4 – subparagraph 3
x is 1520% in the years 2025 to 2029 and 350% in 2030 onwards.
2018/05/04
Committee: ITRE
Amendment 356 #
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 Unionearmarked for funding alternative fuels infrastructure according to Directive 2014/94/EU.
2018/05/28
Committee: ENVI
Amendment 362 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 3 – subparagraph 3
ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.00.95 in which case the ZLEV factor shall be set to 1.05 or 1.00.95 as the case may be
2018/05/04
Committee: ITRE
Amendment 366 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.1 – paragraph 4 – subparagraph 3
x is 1520%
2018/05/04
Committee: ITRE
Amendment 370 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 3 – subparagraph 3
ZLEV factor is (1+y-x), unless this sum is larger than 1.05 or lower than 1.00.95 in which case the ZLEV factor shall be set to 1.05 or 1.00.95 as the case may be
2018/05/04
Committee: ITRE
Amendment 373 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3 – point 6.3.2 – paragraph 4 – subparagraph 3
x is 3050%
2018/05/04
Committee: ITRE