21 Amendments of Xabier BENITO ZILUAGA related to 2017/0293(COD)
Amendment 38 #
Proposal for a regulation
Recital 3
Recital 3
(3) The European Strategy for Low- Emission Mobility16 sets a clear ambition: by mid-century, greenhouse gas emissions fromIn order to meet the Union's commitments made at the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (UNFCCC), held in Paris in 2015, the decarbonisation of the transport willsector needs to be at least 60% lower than in 1990 anccelerated and greenhouse gas emissions from that sector should be firmly on the path towards zero emission. 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. __________________ 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).
Amendment 44 #
Proposal for a regulation
Recital 9
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.
Amendment 52 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Better designed 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 Directive 1999/94/EC no later than 31 December 2019 and put forward a relevant legislative proposal.
Amendment 55 #
Proposal for a regulation
Recital 13
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 long-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.
Amendment 67 #
Proposal for a regulation
Recital 15
Recital 15
(15) A dedicated incentive mechanismsales mandate should be introduced to facilitate and accelerate a smooth transition towards zero-emission mobility. This creditingmandatory mechanism should be designed so as to promote the deployment on the Union market of zero- and low- emission vehicleswill create volume certainty thus incentivising domestic production.
Amendment 69 #
Proposal for a regulation
Recital 16
Recital 16
(16) Setting a benchmark for the share of zero- and low-emission vehicles in the EU fleet together with a well-designed mechanism for adjusting a manufacturer's specific CO2 target based on the share of zero- and low-emission vehicles in the manufacturer's own fleet should provide a strong and credible signal for the development and deployment of such vehicles while still allowing for the further improvement of the efficiency ofsales mandate would provide a strong and credible signal for the production and marketing as such vehicles in the Union and ensure manufacturers make timely investments and supply adequate vehicles theat conventional internal combustion enginessumers wish to buy.
Amendment 74 #
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 110 #
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 112 #
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 assessmentsmost 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 131 #
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 the Union’s climate commitments and tarkget s.
Amendment 135 #
Proposal for a regulation
Article 1 – paragraph 4 – introductory part
Article 1 – paragraph 4 – introductory part
4. From 1 January 2025 the following EU fleet-wide and manufacturers targets shall apply:
Amendment 142 #
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 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;
Amendment 150 #
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 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;
Amendment 154 #
Proposal for a regulation
Article 1 – paragraph 4 – point b a (new)
Article 1 – paragraph 4 – point b a (new)
(ba) for the share of zero and low emission vehicles, a sales target 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;
Amendment 163 #
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 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;
Amendment 174 #
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 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.
Amendment 180 #
Proposal for a regulation
Article 1 – paragraph 5 – point b a (new)
Article 1 – paragraph 5 – point b a (new)
(ba) for the share of zero and low emission vehicles, a sales target equal to a 40-60% 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.
Amendment 257 #
Proposal for a regulation
Article 11 – paragraph 2 – introductory part
Article 11 – paragraph 2 – introductory part
Amendment 261 #
Proposal for a regulation
Article 12 – paragraph 1 a (new)
Article 12 – paragraph 1 a (new)
1a. Until the real-world CO2 emissions test becomes applicable, compliance shall be measured on the basis of data from fuel consumption meters and subject to a not-to-exceed (NTE) limit of a maximum of 15 % above a manufacturer’s specific CO2 emissions that is measured for the purpose of type approval certification procedures initiated from 2021 onwards in accordance with Regulation (EC) No 715/2007.
Amendment 267 #
Proposal for a regulation
Article 12 – paragraph 2 a (new)
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.
Amendment 286 #
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.