31 Amendments of Jakop G. DALUNDE related to 2018/0143(COD)
Amendment 8 #
Proposal for a regulation
Recital 1
Recital 1
(1) The European Strategy for Low- Emission Mobility sets a clear ambition: by mid-century,In order to meet the Union’s commitments taken 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 sector needs to be accelerated and greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and be firmly on the path towards zero emission by mid-century. Emissions of air pollutants from transport that harm our health and the environment need also to be drastically reduced without delay. CO2 emissions from conventional combustion engines will need to be further reduced after 2020. Zero- and low-emission heavy-duty vehicles will need to be deployed and gain significant market share by 2030.
Amendment 10 #
Proposal for a regulation
Recital 2
Recital 2
(2) Following the Low-Emission Mobility Strategy, the Commission adopted two mobility packages in May19 and November 201720 . These packages set out a positive agenda delivering on the Low-Emission Mobility Strategy and ensuring a smooth transition towards cleazero- emission, competitive and connected mobility for all. _________________ 19 Europe on the Move: An agenda for a socially fair transition towards clean, competitive and connected mobility for all, COM(2017) 283 final 20 Delivering on low-emission mobility A European Union that protects the planet, empowers its consumers and defends its industry and workers, COM(2017) 675 final
Amendment 11 #
Proposal for a regulation
Recital 3
Recital 3
(3) This Regulation is part of the third "Europe on the Move" Package, which delivers on the new industrial policy strategy of September 201721 , and is designed to complete the process of enabling the Union to reap the full benefits of the modernisation and decarbonisation of mobility. The aim of the Package is to make European mobility safer and more accessible, European industry more competitive, European jobs more secure, and the mobility system to be cleaner and better adapted to the imperative of tackling climate changesector to be firmly on the path towards zero emission by mid-century and fully in line with the Paris Agreement. This will require the full commitment of the Union, Member States and stakeholders, not least in strengthening efforts to reduce CO2 emissions and air pollution. The EU industry needs to understand that increasingly stringent environmental standards are a chance to expand their market position also beyond the EU to global markets. _________________ 21 Investing in a smart, innovative and sustainable Industry A renewed EU Industrial Policy Strategy, COM(2017) 0479 final
Amendment 13 #
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
Amendment 15 #
(5) The European Council Conclusions of October 2014 endorsed a greenhouse gas emissions reduction of 30% by 2030 compared to 2005 for the sectors that are not part of the Union’s emissions trading system. Road transport provides a major contribution to the emisswas responsible for 25 % of the Union’s of tgreenhouse sectors and its emissionsgas emissions in 2016, and its emissions increased for the third year in a row and remain significantly above 1990 levels. If road transport emissions would increase further, it will off-set reductions made by other sectors to combat climate change.
Amendment 29 #
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 finalA reduction target should also be dsetermined for 2030, pursuant to a review to be carried out in 2022 as, that takes into account that there are more uncertainties on the uptake of more advanced technologies which are not yet readily available.
Amendment 42 #
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 aIn order to ensure the smooth transition towards zero-emission mobility. This will, and to 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 , binding minimum shares of zero- and low-emission vehicles in a manufacturer’s fleet of new heavy-duty vehicles should be set for 2025 and 2030. _________________ 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 45 #
Proposal for a regulation
Recital 21 a (new)
Recital 21 a (new)
(21a) The minimum share of zero- and low-emission vehicles should be designed so as to ensure investment certainty for charging infrastructure providers and manufacturers in order to promote the rapid deployment on the Union market of zero- and low-emission vehicles, while allowing certain flexibility for the manufacturers to decide on their investment timeline. A mechanism should be introduced to incentivise manufacturers to put zero- and low- emission vehicles as soon as possible on the Union market.
Amendment 46 #
Proposal for a regulation
Recital 22
Recital 22
Amendment 48 #
Proposal for a regulation
Recital 23
Recital 23
Amendment 50 #
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 53 #
Proposal for a regulation
Recital 24 a (new)
Recital 24 a (new)
(24a) As zero-emission buses are already available on the market and are incentivised through demand-side measures such as public procurement, a binding target of 100 % of zero-emission buses in a manufacturer’s fleet of new such vehicles by 2030 should be set to ensure the appropriate level of their supply on the Union market.
Amendment 58 #
Proposal for a regulation
Recital 29
Recital 29
(29) The Commission should impose a financial penalty, in the form of an excess emissions premium, where a manufacturer is found to have excess emissions, taking into account the emission credits and debts. In order to provide manufacturers with a sufficient incentive to take measures to reduce the specific CO2 emissions from heavy-duty vehicles, it is important that the premium shouldalways exceeds the average marginal costs of the technologies needed to meet the targets. The amounts from the excess emissions premium should be considered as revenue for the general budget of the Union. Those amounts should be used to support, in close collaboration with social partners, the just transition of the automotive sector towards zero-emission mobility as well as innovative solutions that incentivise the rapid deployment of zero- and low- emission heavy-duty vehicles. The methodology for collecting the premiums should be determined by means of an implementing act, taking into account the methodology adopted pursuant to Regulation (EC) No 443/2009.
Amendment 63 #
Proposal for a regulation
Recital 31
Recital 31
(31) It is essential for achieving the CO2 reductions pursuant to this Regulation that the CO2 emissions of heavy-duty vehicles in use and on road are in conformity with the values determined pursuant to Regulation (EC) No 595/2009 and its implementing measures. It should therefore be possible for the Commission to take into account, in the calculation of the average specific emissions of a manufacturer, any systematic non-conformity found by type approval authorities with regard to the CO2 emissions of heavy-duty vehicles in use and on road. Third party independent testing of vehicles in use and on road should also be introduced.
Amendment 76 #
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 125%;
Amendment 79 #
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 3045% subject to the review pursuant to Article 13.
Amendment 82 #
Proposal for a regulation
Article 1 – paragraph 2 a (new)
Article 1 – paragraph 2 a (new)
In order to ensure the appropriate level of supply of zero-emission buses in relation to demand-side measures such as public procurement objectives set up at local, regional, national or Union level, this Regulation sets a binding minimum share of 100 % for zero-emission buses in a manufacturer’s fleet of new such vehicles as of 1 January 2030.
Amendment 89 #
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, and1(2a) and Article 6a 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(2b) to vehicles of the categories M2 and M3 that meet the technical criteria referred to in paragraph 2a of this Article.
Amendment 90 #
Proposal for a regulation
Article 2 – paragraph 2 a (new)
Article 2 – paragraph 2 a (new)
2a. 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 the Regulation.
Amendment 96 #
(na) ‘bus’ means a vehicle of the categories M2 and M3 intended for the carriage of passengers, whose technical criteria has been specified in accordance with Article 2(2a).
Amendment 99 #
Proposal for a regulation
Article 4 – paragraph 1 – point b
Article 4 – paragraph 1 – point b
Amendment 103 #
Proposal for a regulation
Article 5
Article 5
Amendment 118 #
Proposal for a regulation
Article 6 a (new)
Article 6 a (new)
Amendment 133 #
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. Those amounts shall be used only for the purpose of supporting programmes conducted in close cooperation with social partners, promoting the just transition of the automotive sector towards low- emission mobility, and promoting innovative solutions that incentivise the rapid deployment of zero- and low- emission heavy-duty vehicles.
Amendment 139 #
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. The Commission shall take those deviations into account for the purpose of calculating the average specific emissions of a manufacturer, and adapting, where appropriate, the 2019 reference CO2 emissions.
Amendment 140 #
Proposal for a regulation
Article 9 – paragraph 3
Article 9 – paragraph 3
3. The Commission shall adopt delegated acts in accordance with Article 15 in order to supplement this Regulation by specifying 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 14(2) and the 2019 reference CO2 emissions.
Amendment 145 #
2. For that purpose, the Commission shall ensure the availability, including to third parties for the purpose of independent testing, 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.
Amendment 147 #
Proposal for a regulation
Article 11 – paragraph 2 a (new)
Article 11 – paragraph 2 a (new)
2 a. The Commission shall adopt, no later than 31 December 2019, delegated acts in accordance with Article 15 to introduce an on-road in-service conformity test for ensuring that on-road CO2 emissions and fuel consumption of heavy-duty vehicles do not exceed the monitoring data reported pursuant to Regulation (EU) 2018/956 by more than maximum 10 %. The Commission shall take any deviation exceeding that threshold into account for the purpose of calculating the average specific CO2 emissions of a manufacturer, and adapting, where appropriate, the 2019 reference CO2 emissions.
Amendment 159 #
Proposal for a regulation
Annex I – point 2 – point 2.3
Annex I – point 2 – point 2.3
Amendment 161 #
Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 1 – subparagraph 1
Annex I – point 2 – point 2.7 – paragraph 1 – subparagraph 1
CO2 = ZLEV × ∑ sg share,sg × MPWsg × avgCO2sg
Amendment 162 #
Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 1 – subparagraph 2 – subparagraph 2
Annex I – point 2 – point 2.7 – paragraph 1 – subparagraph 2 – subparagraph 2