Activities of Damiano ZOFFOLI related to 2018/0143(COD)
Plenary speeches (2)
CO2 emission performance standards for new heavy-duty vehicles (debate) IT
CO2 emission performance standards for new heavy-duty vehicles (debate) IT
Shadow reports (1)
REPORT on the proposal for a regulation of the European Parliament and of the Council setting CO2 emission performance standards for new heavy-duty vehicles PDF (875 KB) DOC (143 KB)
Amendments (33)
Amendment 80 #
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) Considering that today trucks could be up to 18% more fuel efficient, saving hauliers euro 5700 a year by using technologies that are already available. Considering that these technologies are only being deployed in around 15% of new trucks mainly because the OMEs only sell many of these technologies as expansive optional extras.
Amendment 81 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) A successful transition to zero- emission mobility requires a favourable global environment, through the deployment of alternative fuels infrastructure, coupled with the strong enforcement of air quality and climate change mitigation standards. Strong support schemes for workers in the automotive industry are needed to ensure a just transition. That transition further requires a common policy framework for vehicles, infrastructures, electricity grids, employment and economic incentives working across Union, national, regional and local levels. All of this requires stronger Union funding instruments.
Amendment 82 #
Proposal for a regulation
Recital 12 b (new)
Recital 12 b (new)
(12b) 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 some of the most affected regions. It is paramount therefore that current measures facilitating the low- carbon transition are also accompanied by targeted programmes for the redeployment, re-skilling and up-skilling of workers, as well as education and job- seeking initiatives conducted in close dialogue with the social partners. These efforts should be co-funded through revenue from excess emission premiums.
Amendment 83 #
Proposal for a regulation
Recital 12 c (new)
Recital 12 c (new)
(12c) Recharging and refuelling infrastructure needs to be put in place quickly in order to ensure consumer confidence in zero- and low- emission vehicles, while the various support instruments at both Union and Member State level need to effectively work together to mobilise significant public and private investment.
Amendment 84 #
Proposal for a regulation
Recital 12 d (new)
Recital 12 d (new)
(12d) The low-emission mobility strategy stressed the importance of ensuring that electric vehicles are powered by electricity from sustainable energy sources and that a long-term European next-generation batteries initiative is launched as soon as possible. In order to meet these objectives, it will be necessary to step up funding for technological research into the production, management and disposal of electric motor batteries, making them increasingly environmentally sustainable;
Amendment 89 #
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 updated in order to set reduction targets as soon as possible for average CO2 emissions from heavy vehicles that are still unregulated.
Amendment 96 #
Proposal for a regulation
Recital 15
Recital 15
(15) A reduction target should be set for 2025 as a relative reduction based on the average CO2 emissions of those heavy-duty vehicles in 2019, reflecting the deployment of readily available cost-effective technologies for conventional vehicles. The 2030 target should be considered aspirational and the final target should be determined pursuant to a review to be carried out in 2022 as there are more uncertainties on the uptake of more advanced technologies which are not yet readily available. For the purposes of the review, the CO2 emission reduction target for 2030 should not be lower than set out in this Regulation.
Amendment 105 #
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17a) Regarding commercial vehicles and vehicles in the M2 and M3 categories, the Commission should specify as soon as possible the technical criteria for the definition of the commercial purpose of a vehicle and for the definition of buses covered by the Regulation. In addition, commercial vehicles should be subject to a specific engine performance standard.
Amendment 113 #
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. The super credits mechanism should only remain in force until 31 December 2025. From that date onwards, a reference level of 5 % of the quota for new low- and zero-emission heavy-duty vehicles entering the market will be introduced, accompanied by a bonus/malus performance scheme. The malus system should only apply if the manufacturer comes within 2 % of the reference level. _________________ 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 120 #
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 coach and other categories of heavy-duty vehicles that are not yet subject to the CO2 emission targets under this Regulation should be included. 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 127 #
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
Amendment 137 #
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. Accredited independent third parties should also be authorised to carry out such verification under Regulation (EU) No 858/2018.
Amendment 140 #
Proposal for a regulation
Recital 33
Recital 33
(33) The effectiveness of the targets set out in this Regulation in reducing CO2 emissions is strongly dependent on the representativeness of the methodology used for determining the CO2 emissions. In line with the Opinion of the Scientific Advice Mechanism (SAM) 27as regards light duty vehicles, it is appropriate also in the case of heavy-duty vehicles to put in place a mechanism to assess the real-world representativeness of the CO2 emissions and energy consumption values determined pursuant to Regulation (EU) 2017/2400. 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 such assessments. Ideally, such data should also be transmitted by compulsory standard fuel consumption gauges to be installed on all heavy-duty vehicles. _________________ 27 High Level Group of Scientific Advisors, Scientific Opinion 1/2016 “Closing the gap between light-duty vehicle real-world CO2 emissions and laboratory testing”
Amendment 142 #
Proposal for a regulation
Recital 34
Recital 34
(34) In 2022, the Commission should assess the effectiveness of the CO2 emission standards laid down in this Regulation and in particular the level of the reductions to be achieved by 2030 which should be only revised upwards, the modalities that should be available for achieving that target and beyond, as well as the setting of CO2 reduction targets to other types of heavy-duty vehicles such as smaller lorries, buses, coaches and trailers. That assessment should also include, strictly for the purpose of this Regulation, considerations of heavy-duty vehicles and vehicle combinations beyond standard weights and dimensions applicable to national transport, for example Modular Concepts. It should also include a comprehensive study assessing the wider policy framework coherency and an impact assessment examining the potential to change to a well-to - wheel methodology for the 2030 target.
Amendment 160 #
Proposal for a regulation
Article 1 – paragraph 1 – point a
Article 1 – paragraph 1 – point a
(a) From 1 January 2025 to 31 December 2029 by 1520%;
Amendment 171 #
Proposal for a regulation
Article 1 – paragraph 1 – point b
Article 1 – paragraph 1 – point b
(b) From 1 January 2030 onwards by at least 305% subject to the review pursuant to Article 13. The 2022 review shall confirm or revise upwards the 2030 target.
Amendment 192 #
Proposal for a regulation
Article 1 a (new)
Article 1 a (new)
Article 1 a Buses In order to ensure the appropriate level of supply of zero emission buses in relation to side measures such as public procurement objectives set up at local, regional, national or European level, this Regulation sets a binding minimum share of zero-emission vehicles in the Union’s fleet of new buses of: (a) 50 % as of 1 January 2025; (b) 75 % as of 1 January 2030. The 2030 share shall be subject to review pursuant to art. 13.
Amendment 201 #
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 fall within the scope of Regulation (EU) No 510/2011 and do not meet the characteristics set out in points (a) to (d). Furthermore it shall apply, for the purpose of Article 1 a to vehicles of the categories M2 and M3 that meet the technical criteria referred to in paragraph 2a of this Article.
Amendment 204 #
Proposal for a regulation
Article 2 – paragraph 1 – subparagraph 2 a (new)
Article 2 – paragraph 1 – subparagraph 2 a (new)
The Commission shall adopt, no later than 1 July 2019, delegated acts in accordance with Article 15 in order to supplement this Regulation by specifying the technical criteria for the definition of the vocational purpose of a vehicle and for the definition of buses covered by this Regulation.
Amendment 207 #
Proposal for a regulation
Article 3 – paragraph 1 – point h
Article 3 – paragraph 1 – point h
(h) ‘vocational vehicle’ means a heavy- duty vehicle not intended for the delivery of goods, whose vocational purpose has been defined based on the technical criteria specified in accordance with article 2, paragraph 2a, and for which the CO2 emissions and fuel consumption have been determined, in accordance with Regulation (EC) No 595/2009 and its implementing measures, only for other mission profiles than those defined in point 2.1 of Annex I to this Regulation;
Amendment 235 #
Proposal for a regulation
Article 5 – paragraph 1 – subparagraph 1
Article 5 – paragraph 1 – subparagraph 1
Starting from 2020 and for each subsequent calendar yearuntil the 31 December 2025, the Commission shall, by means of implementing acts referred to in Article 10(1), determine for each manufacturer the zero- and low-emission factor referred to in Article 4(b) for the preceding calendar year.
Amendment 262 #
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 3% . 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 1.0.75%.
Amendment 264 #
Proposal for a regulation
Article 5 – paragraph 3 a (new)
Article 5 – paragraph 3 a (new)
3a. This Regulation sets a yearly benchmark for the share of zero- and low emission vehicles of 5% as from 1 January 2026 to 31 December 2030, in order to achieve the Union’s climate targets and ensure the proper functioning of the internal market. For the purposes of meeting that target, the benchmark shall apply to vehicles of the categories referred to in points (a) to (d) of the first subparagraph of Article 2(1).Specific CO2emissions shall be adjusted based on the performance against the benchmark in accordance with point 4 of Annex I.
Amendment 319 #
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. For that purpose, the Commission shall ensure the availability, from manufacturers or national authorities, as the case may be, of robust non-personal data on real-world CO2 emissions and energy consumption of heavy-duty vehicles. These real-world fuel consumption data shall be based on mandatory standardised fuel consumption meters.
Amendment 336 #
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
By 31 December 2022, the Commission shall submit a report to the European Parliament and the Council on the effectiveness of this Regulation,. That report shall also include an assessment of inter alia: (a) the CO2 reduction target to be determined for 2030 pursuant to Article 1 and, that in any case shall be only revised upwards. (b) the setting of CO2 reduction targets to other types of heavy-duty vehicles, including trailers. That report shall also include an assessment ofvehicles of categories M2 and M3, vehicles of the category N that do not meet the characteristics set out in point a) to d) of Article 1 and do not fall within the scope or Regulation (EU) No 510/2011, as well as to vehicles of the categories O3 and O4. (c) The effectiveness of the binding 2030 minimum share of zero emission buses referred to in article 1 a (new). (d) the effectiveness of the modalities addressing, in particular, zero- and low-emission vehicles, notably buses taking into account the targets set out in Directive 2009/33/EC30 , and the CO2 credit systemconsidering their deployment in the Union market as well as the roll-out of recharging and refuelling infrastructure, and taking into account the targets set out in Directive 2009/33/EC30. (e) the effectiveness of the 5% benchmark determined for 2026 pursuant to Article 5 paragraph 3a, that in any case shall be only revised upwards. (f) the effectiveness of the modalities related to the CO2 emission credit and debt system pursuant to article 7, including assessing the need of differentiating between vehicle subgroups and the appropriateness of prolonging the application of those modalities in 2030 and beyond, and, where appropriate, be accompanied by a proposal for amending this Rs well as the possibility of replacing them with similar flexibilities. (g) the real-world representativeness of the CO2 emissions and fuel consumption values determined in accordance with regulation (EU) 2017/2400. (h) the robustness of the reference CO2 emissions. The report shall be accompanied by 31 December 2024: – by a legislative proposal setting CO2 engine standards for vocational vehicles; – and, if appropriate, by a study on how to move from a tail-pipe approach standard to a well to wheel standard on CO2 regulations. _________________ 30 Clean Vehicle Directive 2009/33/EC as amended by Directive …/…/EU
Amendment 356 #
Proposal for a regulation
Article 16 – paragraph 1
Article 16 – paragraph 1
Regulation (EC) No 595/2009
Article 5 – paragraph 4 – point l
Article 5 – paragraph 4 – point l
‘(l) a procedure to verify, on the basis of appropriate and representative samples, whether vehicles that have been registered and entered into service are in conformity with the CO2 emissions and fuel consumption values determined pursuant to this Regulation and its implementing measures; that procedure shall also be carried on by accredited and independent third parties in accordance with Article 13(10) of Regulation (EU) 585/2018.’
Amendment 380 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – paragraph 1 – introductory part
Annex I – point 2 – point 2.3 – paragraph 1 – introductory part
For each manufacturer and each calendar year from 2020 until 2025, the zero- and low-emission factor (ZLEV) referred to in Article 5 shall be calculated as follows:
Amendment 387 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – paragraph 1 – subparagraph 2 – subparagraph 4 – subparagraph 4
Annex I – point 2 – point 2.3 – paragraph 1 – subparagraph 2 – subparagraph 4 – subparagraph 4
Vout is the total number of zero-emission heavy-duty vehicles of the categories referred to in in the second sub-paragraph of Article 2(1), multiplied by 2 , and with a maximum of 1,50.75 % of Vconv.
Amendment 389 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – paragraph 1 a (new)
Annex I – point 2 – point 2.3 – paragraph 1 a (new)
As of 1 January 2026, ZLEV = 1
Amendment 398 #
Proposal for a regulation
Annex I – point 4 – paragraph 1 – introductory part
Annex I – point 4 – paragraph 1 – introductory part
For each manufacturer and each calendar year, as from January 1st 20256 on, the specific emission target T shall be calculated as follows:
Amendment 401 #
Proposal for a regulation
Annex I – point 4 – paragraph 1 – subparagraph 1
Annex I – point 4 – paragraph 1 – subparagraph 1
T = ZLEV benchmark factor * ∑ sg sharesg × MPWsg × (1 - rf) × rCO2sg
Amendment 404 #
Proposal for a regulation
Annex I – point 4 – paragraph 1 – subparagraph 2 – subparagraph 4
Annex I – point 4 – paragraph 1 – subparagraph 2 – subparagraph 4
rf is the CO2 reduction target (in %) as specified in Article 1points (a) and (b) of the first subparagraph of Article 1 for the specific calendar year;
Amendment 406 #
Proposal for a regulation
Annex I – point 4 – paragraph 1 – subparagraph 2 – subparagraph 4 a (new))
Annex I – point 4 – paragraph 1 – subparagraph 2 – subparagraph 4 a (new))
ZLEV benchmark factor is (1+y-x), unless this sum is larger than 1,05 or lower than 0,95 in which case the ZLEV factor shall be set to 1,05 or 0,95 as the case may be; If this sum is between 0,98 and 1,0, the ZLEV factor shall be set at 1,0; if this sum is lower than 0,95 the ZLEV factor shall be set to 0,95 Where, o y is the share of zero- and low- emission vehicles in the manufacturer's fleet of newly registered heavy duty vehicles calculated as the total number of zero- and low-emission vehicles, where each of them is counted as ZLEV specific in accordance with the formula below, divided by the total number of passenger cars registered in the relevant calendar year ZLEV specific = 1 (specific emissions/350). o x is the benchmarked share of zero and low emissions heavy duty vehicles as set in article 5 paragraph 3a.