Activities of Jakop G. DALUNDE related to 2023/0042(COD)
Plenary speeches (1)
Strengthening the CO2 emission performance targets for new heavy-duty vehicles (debate)
Shadow opinions (2)
OPINION on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956
OPINION on the proposal for a regulation of the European Parliament and of the Council amending Regulation (EU) 2019/1242 as regards strengthening the CO₂ emission performance standards for new heavy-duty vehicles and integrating reporting obligations, and repealing Regulation (EU) 2018/956
Amendments (126)
Amendment 19 #
Proposal for a regulation
Recital 2
Recital 2
(2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic growthdevelopment is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.
Amendment 20 #
Proposal for a regulation
Recital 3
Recital 3
(3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. The Council stated in its conclusions of 24 October 2022 that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of ‘Fit for 55’ package, to update, as appropriate, the NDC of the EU and its Member States, in line with § 29 of the Glasgow Climate Pact to reflect how the final outcome of the essential elements of ‘Fit for 55’ package implements the EU headline target as agreed by the European Council in December 2020.
Amendment 21 #
Proposal for a regulation
Recital 2
Recital 2
(2) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the Union by 2050, and sets out a new growth strategy that aims to transform the Union into a fair and prosperous society with a modern, resource-efficient and competitive economy, where economic growthdevelopment is decoupled from resource use. It also aims to protect, conserve and enhance the Union's natural capital, and protect the health and well-being of citizens from environment-related risks and impacts. At the same time, this transition affects women and men differently and has a particular impact on some disadvantaged groups, such as older people, persons with disabilities and persons with a minority racial or ethnic background. It must therefore be ensured that the transition is just and inclusive, leaving no one behind.
Amendment 21 #
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3a) During COP26 in Glasgow, the Global Memorandum of Understanding on Zero-Emission Medium- and Heavy- Duty Vehicles was launched. To this date, 25 countries including 10 Member States have already pledged to transition towards 100% zero-emission trucks and buses sales by 2040.
Amendment 22 #
Proposal for a regulation
Recital 3
Recital 3
(3) The Union committed to reducing the Union’s economy-wide net greenhouse gas emissions by at least 55 % by 2030 below 1990 levels in the updated nationally determined contribution submitted to the UNFCCC Secretariat on 17 December 2020. The Council stated in its conclusions of 24 October 2022 that it stands ready, as soon as possible after the conclusions of the negotiations on the essential elements of ‘Fit for 55’ package, to update, as appropriate, the NDC of the EU and its Member States, in line with § 29 of the Glasgow Climate Pact to reflect how the final outcome of the essential elements of ‘Fit for 55’ package implements the EU headline target as agreed by the European Council in December 2020.
Amendment 22 #
Proposal for a regulation
Recital 4
Recital 4
(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined in legislation the target of economy-wide climate neutrality by 2050 in legislationas soon as possible and by 2050 at the latest, and the aim to achieve negative emissions thereafter. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. That Regulation also establishes that the Commission should endeavour to align all future legislative and budgetary proposals with the objectives and targets set out in that Regulation and, in any case of non- alignment, provide the reasons as part of the impact assessment accompanying those proposals. _________________ 11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).
Amendment 23 #
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3a) During COP26 in Glasgow, the Global Memorandum of Understanding on Zero-Emission Medium- and Heavy- Duty Vehicles was launched. To this date, 25 countries including 10 Member States have already pledged to transition towards 100% zero-emission trucks and buses sales by 2040.
Amendment 24 #
Proposal for a regulation
Recital 4
Recital 4
(4) In Regulation (EU) 2021/1119 of the European Parliament and of the Council11 , the Union has enshrined in legislation the target of economy-wide climate neutrality by 2050 in legislationas soon as possible and by 2050 at the latest, and the aim to achieve negative emissions thereafter. That Regulation also establishes a binding Union domestic reduction commitment of net greenhouse gas emissions (emissions after deduction of removals) of at least 55 % below 1990 levels by 2030. That Regulation also establishes that the Commission should endeavour to align all future legislative and budgetary proposals with the objectives and targets set out in that Regulation and, in any case of non- alignment, provide the reasons as part of the impact assessment accompanying those proposals. __________________ 11 Regulation (EU) 2021/1119 of the European Parliament and of the Council of 30 June 2021 establishing the framework for achieving climate neutrality and amending Regulations (EC) No 401/2009 and (EU) 2018/1999 (‘European Climate Law’) (OJ L 243, 9.7.2021, p. 1).
Amendment 24 #
Proposal for a regulation
Recital 5
Recital 5
(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. Heavy-duty vehicles are currently responsible for more than a quarter of greenhouse gas emissions from road transport in the EU and for more than 6% of total EU greenhouse gas emissions. This is more than the greenhouse gas emissions from the aviation or maritime transport sectors.
Amendment 25 #
Proposal for a regulation
Recital 7
Recital 7
(7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector, where. In this sector, electrification can be combined with the use of fossil-frerenewable hydrogen to replace fossil fuels in those transport modes where direct electrification is difficult, such as shipping and aviation. _________________ 13 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM(2022)230 final of 18.5.2022.
Amendment 26 #
Proposal for a regulation
Recital 5
Recital 5
(5) All sectors of the economy are expected to contribute to achieving those emission reductions, including the road transport sector. Heavy-duty vehicles are currently responsible for more than a quarter of greenhouse gas emissions from road transport in the EU and for more than 6% of total EU greenhouse gas emissions. This is more than the greenhouse gas emissions from the aviation or maritime transport sectors.
Amendment 27 #
Proposal for a regulation
Recital 8
Recital 8
(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation can be more challenging.
Amendment 30 #
Proposal for a regulation
Recital 7
Recital 7
(7) The REPowerEU Communication13 outlined a plan to make the Union independent from Russian fossil fuels well before the end of this decade. The Communication highlights the importance, among others, of further increasing the efficiency and reducing fossil consumption in the transport sector, where electrification can be combined with the use of fossil-frerenewable hydrogen to replace fossil fuels. __________________ 13 Communication from the Commission to the European Parliament, the European Council, the Council, the European Economic and Social Committee and the Committee of the Regions, REPowerEU Plan, COM(2022)230 final of 18.5.2022.
Amendment 30 #
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) Strengthening CO2 emission reduction requirements for heavy-duty vehicles and rolling-out the necessary recharging and refuelling infrastructure will play a key role in reducing the emissions of the entire heavy-duty vehicles fleet to zero as soon as possible and by 2050 at the very latest, but it should also be complemented by other initiatives aiming at accelerating a modal shift from road to rail and increasing rail freight.
Amendment 32 #
Proposal for a regulation
Recital 8
Recital 8
(8) In order to contribute to the reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990 and in conformity with the energy efficiency first principle, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/1242 for heavy-duty vehicles. A clear pathway also needs to be set for further reductions beyond 2030 to contribute to achieving the climate neutrality objective by 2050. Without ambitious action on greenhouse gas emission reductions in road transport, higher emission reductions would be needed in other sectors, including sectors where decarbonisation is more challenging.
Amendment 35 #
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) Strengthening CO2 emission reduction requirements for heavy-duty vehicles and rolling-out the necessary recharging and refuelling infrastructure will play a key role in reducing the emissions of the entire heavy-duty vehicles fleet to zero as soon as possible and by 2050 at the very latest, but it should also be complemented by other initiatives aiming at accelerating a modal shift from road to rail and increasing rail freight.
Amendment 37 #
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those t, and all new heavy-duty vehicles put on the EU margkets should be set at a level that as of 2040 should be zero- emission. Ambitious targets will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to, stimulate innovation in zero- emission technologies in a cost- efficient way, ensure European companies maintain a leading position on the global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfil its climate and air pollution objectives.
Amendment 42 #
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for new heavy-duty vehicles for the period 2030 onwards. Those t, and all new heavy-duty vehicles put on the EU margkets should be set at a level that as of 2040 should be zero- emission. Ambitious targets will deliver a strong signal to accelerate the uptake of zero-emission vehicles on the Union market and to, stimulate innovation in zero- emission technologies in a cost- efficient way, ensure European companies maintain a leading position on the global market, and contribute to reduce the running costs for transport companies, while ensuring the Union fulfil its climate and air pollution objectives.
Amendment 43 #
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
Amendment 46 #
Proposal for a regulation
Recital 12
Recital 12
(12) The Union fleet-wide tarregulation on the deployment of alternative fuels infrastructure (AFIR)16 obligets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in the Commission Proposal for a regulation on the deployment of alternative fuel infrastructure16 . _________________ 16 Proposal for a Regulationeach Member State to install a minimum of one charging hub exclusively for HDVs every 60 kilometre on the TEN-T core network, and every 100 kilometre on the TEN-T comprehensive network. This will contribute to offer a minimum guarantee for transporters that they can use zero- emission heavy-duty long-haul trucks across Europe, and give a strong signal to operators of public charging stations that there will be a strong market for overachieving those minimum targets. Moreover, several Member States have already announced they will go beyond those minimum requirements, and several European truck manufacturers have created joint ventures to install and operate public charging networks across Europe. This regulation will also encourage further investment in recharging infrastructure by providing certainty for investors that there will be an increase in demand. Member States should also be encouraged to include in their revised national policy frameworks measures to support the deployment of recharging and refuelling infrastructure in depots, logistic centres and warehouses. All those initiatives will contribute to the necessary roll-out of recharging and refuelling infrastructure across the Union. _________________ 16 Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 final.
Amendment 49 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Within 6 months of the entry into force of this Regulation, the Commission should convene a Zero-Emission HDVs Platform, gathering public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society, think tanks, Member States and manufacturers, so as to work together on the effective and cost- efficient roll-out of recharging and refuelling infrastructure in view of the increased ambition of this Regulation. The work of this Platform should in particular feed in the preparation of the first review referred to in Article 22(2) of Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) so as to ensure that the targets set out in that Regulation are aligned with the ambition of this Regulation.
Amendment 51 #
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
Amendment 53 #
Proposal for a regulation
Recital 12 b (new)
Recital 12 b (new)
(12b) Vehicle labelling, and more broadly, vehicle environmental information disclosure, are powerful complementary measures that can help incentivise an acceleration of the uptake of zero-emission vehicles and can act as critical tools for guiding business purchasing decisions of heavy goods vehicles. Labelling schemes could provide additional information to buyers and help reward those companies going above and beyond regulatory requirements. Regulation (EU) 2017/2400 obliges manufacturers to provide to customers with information about the CO2 emissions and energy consumption of vehicles. The Commission should review this legislation to ensure it is fit for purpose and to potentially increase its scope to better ensure that it can reward manufacturers for going above and beyond the requirements of this Regulation, including by producing more energy- efficient zero emissions vehicles. In particular the review should examine the potential of developing a label that allows end-consumer facing companies advertise their own usage of zero-emissions vehicles along their supply chain.
Amendment 56 #
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14a) The principles of the Green Deal aim to ensure that the transition to a climate-neutral Union by 2050 at the latest is fair and leaves nobody behind as highlighted in the European Year of Skills 2023. Access to training and reskilling in numerous sectors, including the heavy-duty vehicles sector that needs to undergo fundamental changes, is crucial for a socially just transition. The heavy-duty vehicles industry needs to make sure employees have access to reskilling opportunities, and are encouraged to take these, at no cost of their own. To ensure a fair and effective transition, mapping and analysing the predicted changes to the job market of the heavy duty vehicles industry is crucial. Companies should conduct early assessments of the impact on jobs the transition will entail, including Trade Unions and workers’ representatives early in these processes.
Amendment 59 #
Proposal for a regulation
Recital 12
Recital 12
(12) The Union fleet-wide tarRegulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) obligets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out each Member State to install a minimum of one charging hub exclusively for HDVs every 60 kilometre on the TEN-T core network, and every 100 kilometre on the TEN-T comprehensive network. This will contribute to offer a minimum guarantee for transporters that they can use zero- emission heavy-duty long-haul trucks across Europe, and give a strong signal to operators of public charging stations that there will be a strong market for overachieving the Commission Proposal for a regulation ose minimum targets. Moreover, several Member States have already announced they will go beyond the deployment of alternative fuel infrastructure16 . __________________ 16 Proposal for a Regulation of the European Parliament and of the Council on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU of the European Parliament and of the Council, 14.7.2021, COM/2021/559 finalose minimum requirements, and several European truck manufacturers have created joint ventures to install and operate public charging networks across Europe. This regulation will also encourage further investment in recharging infrastructure by providing certainty for investors that there will be an increase in demand. Member States should also be encouraged to include in their revised national policy frameworks measures to support the deployment of recharging and refuelling infrastructure in depots, logistic centres and warehouses. All those initiatives will contribute to the necessary roll-out of recharging and refuelling infrastructure across the Union.
Amendment 60 #
Proposal for a regulation
Recital 15
Recital 15
(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure thasome room should be given, at least in the short ztero-emission tailpipe technology is a viable choicem, to account for particular niche uses. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologievehicles for critical security and safety applications. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin inThe 2028 review should assess the possibility of applying the 2040CO2 target should be left to accommodate developments in technology yet to occurs for niche uses and uncertified vehicles.
Amendment 64 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) Within 6 months of the entry into force of this Regulation, the Commission should convene a Zero-Emission HDVs Platform, gathering public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society, think tanks, Member States and manufacturers, so as to work together on the effective and cost- efficient roll-out of recharging and refuelling infrastructure in view of the increased ambition of this Regulation. The work of this Platform should in particular feed in the preparation of the first review referred to in Article 22(2) of Regulation (EU) .../... of the European Parliament and of the Council on the deployment of alternative fuels infrastructure (AFIR) so as to ensure that the targets set out in that Regulation are aligned with the ambition of this Regulation.
Amendment 67 #
Proposal for a regulation
Recital 12 b (new)
Recital 12 b (new)
(12b) Vehicle labelling, and more broadly, vehicle environmental information disclosure, are powerful complementary measures that can help incentivise an acceleration of the uptake of zero-emission vehicles and can act as critical tools for guiding business purchasing decisions of heavy goods vehicles. Labelling schemes could provide additional information to buyers and help reward those companies going above and beyond regulatory requirements. Regulation (EU) 2017/2400 obliges manufacturers to provide to customers with information about the CO2 emissions and energy consumption of vehicles. The Commission should review this legislation to ensure it is fit for purpose and to potentially increase its scope to better ensure that it can reward manufacturers for going above and beyond the requirements of this Regulation, including by producing more energy- efficient zero emissions vehicles. In particular the review should examine the potential of developing a label that allows end-consumer facing companies advertise their own usage of zero-emissions vehicles along their supply chain.
Amendment 69 #
Proposal for a regulation
Recital 16
Recital 16
(16) CIn order to ensure sustainable and resilient supply chains, and reduce current strategic import dependencies in some technologies and products needed for the accelerated roll-out of zero- emission heavy-duty vehicles, in particular urban buses, and prevent the formation of new ones, contracting authorities or contracting entities should consider, when basing the award of contracts for the purchase or the use of vehicles referred to in point 4.2 of Annex I, the sustainability and resilience of supply, including by considering the “Guidance on the participation of third country bidders and goods in the EU procurement market” (C(2019) 5494 final). The weighting of criteria on the sustainability and resilience contribution of the tender in relation to public procurement procedures is without prejudice to the possibility for contracting authorities and contracting entities to set a higher threshold for the criteria relating to environmental sustainability or innovation, in line with Article 41(3) and Recital 64 of Directive 2014/23/EU of the European Parliament and of the Council, Article 67(5) of Directive 2014/24/EU and Article 82(5) of Directive 2014/25/EU. The Commission should also consider revising Directive 2014/24/EU (Public Procurement Directive) in order to align with the obligations of Directive .../.../EU (CSDD Directive) and the UN Guiding Principles on Business and Human Rights.
Amendment 71 #
Proposal for a regulation
Recital 17
Recital 17
(17) With the stricter Union 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 no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEVis incentive mechanism should therefore be amended to only incentivise zero-emission vehicles as of 2025, be aligned with current market developments, and be fully removed as of 2030.
Amendment 75 #
Proposal for a regulation
Recital 18
Recital 18
(18) The possibility of assigning the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums should therefore continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) offindings indicating potential benefits from social and environmental perspectives due to the increased spending possibilities. Revenue from the excess emission premiums should therefore be allocated to the Social Climate Fund established by Regulation (EU) 2019/124223/955.
Amendment 76 #
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14a) The principles of the Green Deal aim to ensure that the transition to a climate-neutral Union by 2050 at the latest is fair and leaves nobody behind as highlighted in the European Year of Skills 2023. Access to training and reskilling in numerous sectors, including the heavy-duty vehicles sector that needs to undergo fundamental changes, is crucial for a socially just transition. The heavy-duty vehicles industry needs to make sure employees have access to reskilling opportunities, and are encouraged to take these, at no cost of their own. To ensure a fair and effective transition, mapping and analysing the predicted changes to the job market of the heavy duty vehicles industry is crucial. Companies should conduct early assessments of the impact on jobs the transition will entail, including Trade Unions and workers’ representatives early in these processes.
Amendment 78 #
Proposal for a regulation
Recital 15
Recital 15
(15) Due to the heterogeneous structure of the total truck fleet, it is not possible to fully predict whether for all niche uses, technological developments will be quick enough to ensure that zero-emission tailpipe technology is a viable choice. This may include uses such as long-haul heavy- duty vehicles in specific territorial morphology and meteorological circumstances, coaches and lorries for critical security and safety applications that cannot be fulfilled by zero-emission tailpipe technologiesome room should be given, at least in the short term, to account for particular niche uses. This may include uses such as vehicles for critical security and safety applications. The vehicles in question should constitute a limited share of the entire heavy-duty vehicle fleet. In view of such considerations, some margin The 2028 review clause should assess the possibility of applying the 2040CO2 target should be left to accommodate developments in technology yet to occurs for niche uses and uncertified vehicles.
Amendment 78 #
As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, small buses with a maximum mass lower than 7,5 t, and small lorries with a maximum mass lower than 5t.
Amendment 79 #
Proposal for a regulation
Recital 21 – paragraph 5
Recital 21 – paragraph 5
Amendment 88 #
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25a) CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in Europe. CO2 emissions from vocational vehicles represent around 5% of heavy-duty vehicles emissions and around 10% of the sales. As they mostly operate in cities, vocational vehicles also significantly impact urban air quality. Most of those vehicles run on low mileage and predictable routes, and are being stored overnight in depots, thereby making it easier for operators to run zero-emission vehicles. CO2 emissions reduction targets should therefore also apply to those vehicles.
Amendment 90 #
Proposal for a regulation
Recital 16
Recital 16
(16) CIn order to ensure sustainable and resilient supply chains, and reduce current strategic import dependencies in some technologies and products needed for the accelerated roll-out of zero- emission heavy-duty vehicles, in particular urban buses, and prevent the formation of new ones, contracting authorities or contracting entities should consider, when basing the award of contracts for the purchase or the use of vehicles referred to in point 4.2 of Annex I, the sustainability and resilience of supply, including by considering the “Guidance on the participation of third country bidders and goods in the EU procurement market” (C(2019) 5494 final). The weighting of criteria on the sustainability and resilience contribution of the tender in relation to public procurement procedures is without prejudice to the possibility for contracting authorities and contracting entities to set a higher threshold for the criteria relating to environmental sustainability or innovation, in line with Article 41(3) and Recital 64 of Directive 2014/23/EU of the European Parliament and of the Council, Article 67(5) of Directive 2014/24/EU and Article 82(5) of Directive 2014/25/EU.
Amendment 90 #
Proposal for a regulation
Recital 25 b (new)
Recital 25 b (new)
(25b) CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.
Amendment 92 #
Proposal for a regulation
Recital 17
Recital 17
(17) With the stricter Union 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 no longer serve its original purpose and would risk undermining the effectiveness of Regulation (EU) 2019/1242. The ZLEVis incentive mechanism should therefore be amended to only incentivise zero-emission vehicles as of 2025, be aligned with current market developments, and be fully removed as of 2030.
Amendment 92 #
Proposal for a regulation
Recital 26
Recital 26
(26) In 2021, zero-emission buses represented 23% of all EU sales of that segment, with some Member States already reaching close to 100%, including the Netherlands and Bulgaria. Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of new zero- emission urban buses should be set. This minimum share should reach 100% by 2030.
Amendment 96 #
Proposal for a regulation
Recital 18
Recital 18
(18) The possibility of assigning the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(4) of Regulation (EU) 2019/1242, with the conclusion that this would significantly increase the administrative burden, while not directly benefit the automotive sector in its transition. Revenue from the excess emission premiums should therefore continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) offindings indicating potential benefits from social and environmental perspectives due to the increased spending possibilities. Revenue from the excess emission premiums should therefore be allocated to the Social Climate Fund established by Regulation (EU) 2019/124223/955.
Amendment 96 #
Proposal for a regulation
Recital 27
Recital 27
(27) A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, including in rural areas. The increased supply of zero- emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. The Commission should also consider amending the Clean Vehicles Directive21a so that it is aligned with the ambition of this Regulation. _________________ 21 In line with the definition in the Social Climate Fund regulation, article 2(2a) 21a Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles
Amendment 98 #
Proposal for a regulation
Recital 21 – paragraph 4
Recital 21 – paragraph 4
As for certain vehicle groups, which are type-approved, CO2 emissions are not determined yet for technical reasons, these vehicles do not have to meet the CO2 targets set by this Regulation. These are for example special purpose vehicles, such as mobile cranes, carriers of hydraulic multi- equipment or exceptional load transport vehicles, off-road vehicles, such as certain vehicles used for mining, forestry and agricultural purposes, as well as other vehicles with non-standard axle configurations such as vehicles with more than 4 axles or more than 2 driven axles, small buses with a maximum mass lower than 7,5 t, and small lorries with a maximum mass lower than 5t.
Amendment 99 #
Proposal for a regulation
Recital 21 – paragraph 5
Recital 21 – paragraph 5
Amendment 102 #
Proposal for a regulation
Recital 28
Recital 28
(28) The zero- and low-emission factor should last be applied for the reporting period of the year 2029, because it is no longer considered necessary after that time as an incentive to promote the market entrance of zero-emission vehicles.
Amendment 106 #
Proposal for a regulation
Recital 30
Recital 30
(30) Furthermore, in order to strengthen the development of new zero-emission technologies in specialized small- and medium-sized companies, it should also be possible to transfer zero-emission vehicles between non-connected entities, and to transfer existing vehicles retrofitted to zero-emission vehicles. Retrofitting existing vehicles represents a great opportunity to accelerate the transition towards zero-emission mobility in a cost- efficient and resource-efficient way.
Amendment 107 #
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25a) CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in Europe. CO2 emissions from vocational vehicles represent around 5% of heavy-duty vehicles emissions and around 10% of the sales. As they mostly operate in cities, vocational vehicles also significantly impact urban air quality. Most of those vehicles run on low mileage and predictable routes, and are being stored overnight in depots, thereby making it easier for operators to run zero-emission vehicles. CO2 emissions reduction targets should therefore also apply to those vehicles.
Amendment 107 #
Proposal for a regulation
Recital 32
Recital 32
(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. Nevertheless, manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039, and emission credits that are not used within five years after they have been acquired should automatically expire, so as to avoid delays in achieving further emissions reductions.
Amendment 108 #
Proposal for a regulation
Recital 25 b (new)
Recital 25 b (new)
(25b) CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.
Amendment 108 #
Proposal for a regulation
Recital 38 a (new)
Recital 38 a (new)
(38a) In order to promote the uptake of vehicles that consume less energy, the Commission should investigate as part of the 2028 review the impacts of setting minimum energy efficiency thresholds for new zero-emission heavy-duty vehicles placed on the Union market.
Amendment 110 #
Proposal for a regulation
Recital 26
Recital 26
(26) In 2021, zero-emission buses represented 23% of all EU sales of that segment, with some Member States already reaching close to 100%, including the Netherlands and Bulgaria. Due to the technical readiness of the sub-sector and the need to improve air quality in cities, a mandatory minimum share of new zero- emission urban buses should be set. This minimum share should reach 100% by 2030.
Amendment 112 #
Proposal for a regulation
Recital 27
Recital 27
(27) A mandatory minimum share of zero-emission urban buses should reflect the societal need for affordable public transport, including in rural areas. The increased supply of zero- emission urban buses that result from such a mandatory minimum share should have a positive effect on purchasing cost, both in terms of upfront purchase price and the total cost of ownership of zero-emission urban buses, reflecting fossil fuel savings resulting from their operation. Joint procurement of urban buses building on the Clean Bus Platform can bring the purchasing cost of such buses further down, and the proposed Social Climate Fund could be used by Member States to support vulnerable citizens with reduced or free public transport tickets or subscriptions. Finally, regional and long- distance buses and coaches, including for transport in rural areas, remain subject to the targets for heavy duty vehicles. Support from the Social Climate Fund could address specific needs of rural areas and prevent transport poverty21 by securing access to affordable public transport. __________________ The Commission should also consider amending the Clean Vehicles Directive1a so that it is aligned with the ambition of this Regulation. __________________ 1a Directive (EU) 2019/1161 of the European Parliament and of the Council of 20 June 2019 amending Directive 2009/33/EC on the promotion of clean and energy-efficient road transport vehicles 21 In line with the definition in the Social Climate Fund regulation, article 2(2a)
Amendment 117 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2019/1242
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's target of reducing its greenhouse gas emissionclimate-neutrality objective and its intermediate Union climate targets, as laid down in Regulation (EU) 2018/84223 , and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market. _________________ 23 Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 16, 19.6.2018, p. 26. 24 OJ L 282, 19.10.2016, p.4.
Amendment 120 #
Proposal for a regulation
Recital 28
Recital 28
(28) The zero- and low-emission factor should last be applied for the reporting period of the year 2029, because it is no longer considered necessary after that time as an incentive to promote the market entrance of zero-emission vehicles.
Amendment 124 #
Proposal for a regulation
Recital 30
Recital 30
(30) Furthermore, in order to strengthen the development of new zero-emission technologies in specialized small- and medium-sized companies, it should also be possible to transfer zero-emission vehicles between non-connected entities, and to transfer existing vehicles retrofitted to zero-emission vehicles. Retrofitting existing vehicles represents a great opportunity to accelerate the transition towards zero-emission mobility in a cost- efficient and resource-efficient way.
Amendment 125 #
Proposal for a regulation
Recital 32
Recital 32
(32) The existing system of multi-annual emission credits and emission debts should be extended to 2039 as reduction targets keep strengthening beyond 2030 until 2040 and require forward-looking technical developments of manufacturers during that period. . Nevertheless, manufacturers should clear all remaining emission debts in the years 2029, 2034 and 2039, and emission credits that are not used within five years after they have been acquired should automatically expire, so as to avoid delays in achieving further emissions reductions.
Amendment 126 #
Proposal for a regulation
Recital 38 a (new)
Recital 38 a (new)
(38a) In order to promote the uptake of vehicles that consume less energy, the Commission should investigate as part of the 2028 review the impacts of setting minimum energy efficiency thresholds for new zero-emission heavy-duty vehicles placed on the Union market.
Amendment 126 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point c a (new)
Article 1 – paragraph 1 – point 3 – point c a (new)
Regulation (EU) 2019/1242
Article 3 – point 8
Article 3 – point 8
(ca) point (8) is replaced by the following: ' (8) 'vehicle sub-group' means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles, taking into account the attribution of small and medium lorries with a maximum mass lower than 7.4t as laid down in Table 1.1.1a of Annex I; '
Amendment 127 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point e
Article 1 – paragraph 1 – point 3 – point e
Regulation (EU) 2019/1242
Article 3 – point 10
Article 3 – point 10
(e) point (10) is deleted;replaced by the following: ' (10) 'manufacturer' means the person or body to which the vehicles registered in a given period have been attributed in accordance with Article 7a; '
Amendment 128 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g
Article 1 – paragraph 1 – point 3 – point g
Regulation (EU) 2019/1242
Article 3 – point 11 – point a
Article 3 – point 11 – point a
(a) a heavy-duty motor vehicle with not more out an internal combustion engine, or with an 5 g/(t∙km) or 5 g/(p∙km) of CO2 emissionsinternal combustion engine that emits less than 1gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/2400;
Amendment 129 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g
Article 1 – paragraph 1 – point 3 – point g
Regulation (EU) 2019/1242
Article 3 – point 11 – point b
Article 3 – point 11 – point b
(b) a heavy-duty motor vehicle fulfilling the conditions of point 1.1.4 of Annex I to this Regulationwithout a combustion engine or with a combustion engine emitting not more than 1 gCO2/(t.km) or 1 gCO2/(p.km) as determined in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;
Amendment 130 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g
Article 1 – paragraph 1 – point 3 – point g
Regulation (EU) 2019/1242
Article 3 – point 11 – point (ba) (new)
Article 3 – point 11 – point (ba) (new)
(ba) a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7.4t without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;
Amendment 136 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Regulation (EU) 2019/1242
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation establishes CO2 emissions performance requirements for new heavy-duty vehicles that contribute to achieving the Union's target of reducing its greenhouse gas emissionclimate-neutrality objective and its intermediate Union climate targets, as laid down in Regulation (EU) 2018/84223 , and the objectives of the Paris Agreement24 and to ensure the proper functioning of the internal market. __________________ 23 Regulation (EU) 2018/842 of the European Parliament and of the Council of 30 May 2018 on binding annual greenhouse gas emission reductions by Member States from 2021 to 2030 contributing to climate action to meet commitments under the Paris Agreement and amending Regulation (EU) No 525/2013 (OJ L 16, 19.6.2018, p. 26. 24 OJ L 282, 19.10.2016, p.4.
Amendment 146 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point c a (new)
Article 1 – paragraph 1 – point 3 – point c a (new)
Regulation (EU) 2019/1242
Article 3 – point 8
Article 3 – point 8
(ca) point (8) is replaced by the following: '(8) 'vehicle sub-group' means a grouping of vehicles as defined in point 1 of Annex I, that are characterised by a common and distinctive set of technical criteria relevant for determining the CO2 emissions and fuel consumption of those vehicles, taking into account the attribution of small and medium lorries with a maximum mass lower than 7.4t as laid down in Table 1.1.1a of Annex I;'
Amendment 147 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point e
Article 1 – paragraph 1 – point 3 – point e
Regulation (EU) 2019/1242
Article 3 – point 10
Article 3 – point 10
(e) point (10) is deleted; replaced by the following: '(10) 'manufacturer' means the person or body to which the vehicles registered in a given period have been attributed in accordance with Article 7a;’;
Amendment 149 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g
Article 1 – paragraph 1 – point 3 – point g
Regulation (EU) 2019/1242
Article 3 – point 11 – point a
Article 3 – point 11 – point a
(a) a heavy-duty motor vehicle with not more out an internal combustion engine, or with an 5 g/(t∙km) or 5 g/(p∙km) of CO2 emissionsinternal combustion engine that emits less than 1gCO2/(t.km) or 1gCO2/(p.km) as determined in accordance with Article 9 of Regulation (EU) 2017/2400;
Amendment 151 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g
Article 1 – paragraph 1 – point 3 – point g
Regulation (EU) 2019/1242
Article 3 – point 11 – point b
Article 3 – point 11 – point b
(b) a heavy-duty motor vehicle fulfilling the conditions of point 1.1.4 of Annex I to this Regulationwithout a combustion engine or with a combustion engine emitting not more than 1 gCO2/(t.km) or 1 gCO2/(p.km) as determined in accordance with Regulation (EC) No 715/2007 of the European Parliament and of the Council, if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;
Amendment 152 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point g
Article 1 – paragraph 1 – point 3 – point g
Regulation (EU) 2019/1242
Article 3 – point 11 – point (b a) (new)
Article 3 – point 11 – point (b a) (new)
(ba) a heavy-duty motor vehicle of category N2 with a maximum mass lower than 7.4t without an internal combustion engine, or with an internal combustion engine that emits less than 1gCO2/(t.km) as determined in accordance with Regulation (EU) 2018/858 if no CO2 emissions have been determined according to Regulation (EU) 2017/2400;
Amendment 158 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3a – paragraph 1
Article 3a – paragraph 1
1. The average CO2 emissions of the Union fleet of new heavy-duty motor vehicles, other than special purpose, off- road, and off-road special purpose, and vocational vehicles shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019:
Amendment 161 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (b)
Article 3a – paragraph 1 – point (b)
(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 465 %,
Amendment 166 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (c)
Article 3a – paragraph 1 – point (c)
(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 695 %,
Amendment 167 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – paragraph 1
Article 3 a – paragraph 1
1. The average CO2 emissions of the Union fleet of new heavy-duty motor vehicles, other than special purpose, off- road, and off-road special purpose, and vocational vehicles shall be reduced by the following percentages compared to the average CO2 emissions of the reporting period of the year 2019:
Amendment 173 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3a – paragraph 1 – point (d)
Article 3a – paragraph 1 – point (d)
(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.
Amendment 175 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point (b)
Article 3 a – paragraph 1 – point (b)
(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 465 %,
Amendment 179 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3a – paragraph 2
Article 3a – paragraph 2
2. To these CO2 emission targets, the vehicle sub-groups have to contribute as laid down in point 4.3. of Annex I, taking into account the attribution of non- certified vehicles as laid down in Table 1.1.1a of Annex I.
Amendment 181 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point (c)
Article 3 a – paragraph 1 – point (c)
(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 695 %,
Amendment 182 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – paragraph 1 – point (d)
Article 3 a – paragraph 1 – point (d)
(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 9100%.
Amendment 189 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 a – paragraph 2
Article 3 a – paragraph 2
2. To these CO2 emission targets, the vehicle sub-groups have to contribute as laid down in point 4.3. of Annex I, taking into account the attribution of non- certified vehicles as laid down in Table 1.1.1a of Annex I.
Amendment 194 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3b – paragraph 2
Article 3b – paragraph 2
Amendment 200 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Amendment 206 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3c – Title
Article 3c – Title
Amendment 208 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 c – Title
Article 3 c – Title
Amendment 208 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3c – paragraph 1
Article 3c – paragraph 1
1. Contracting authorities or contracting entities shall base the award of public, when contractsing for the purchase or the u, lease, rent or hire- purchase of vehicles referred to in Article 3b onr of the most economically advantageous tender which shall include the best price- quality ratiorelated charging infrastructure, take account of the energy and environmental impacts of those vehicles over their lifetime, of the compliance with social and labour standards in the production process, and of the security of supply related to those vehicles and their spare parts. They shall do so by including social and environmental criteria and the security of supply contribution of the tender, in compliance with relevant Union and international law.
Amendment 210 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 c – paragraph 1
Article 3 c – paragraph 1
1. Contracting authorities or contracting entities shall base the award of public, when contractsing for the purchase or the u, lease, rent or hire- purchase of vehicles referred to in Article 3b onr of the most economicarelated charging infrastructure, take account of the energy and environmental impacts of those vehicles over their lifetime, as welly advantageous tender which shall include the best price- quality ratios of the security of supply related to those vehicles and their spare parts. They shall do so by including criteria for the sustainability and the security of supply contribution of the tender, in compliance with relevant international law.
Amendment 210 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3c – paragraph 2 a (new)
Article 3c – paragraph 2 a (new)
2a. The tender’s contribution to the sustainability shall be assessed, inter alia, based on: (a) environmental sustainability going beyond the minimum requirements in applicable legislation, in particular for the recycling and sourcing of batteries; (b) the energy efficiency of the vehicles; (c) the potential to reduce the use of natural resources and materials, for instance by retrofitting existing vehicles to zero-emission powertrains.
Amendment 212 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 c – paragraph 2 a (new)
Article 3 c – paragraph 2 a (new)
2a. The tender’s contribution to the sustainability shall be assessed, inter alia, based on: (a) environmental sustainability going beyond the minimum requirements in applicable legislation, in particular for the recycling and sourcing of batteries; (b) the energy efficiency of the vehicles; (c) the potential to reduce the use of natural resources and materials, for instance by retrofitting existing vehicles to zero-emission powertrains.
Amendment 212 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3c – paragraph 3
Article 3c – paragraph 3
3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 15 to 40% of the award criteria, and the tender's contribution to security of supply shall also be given a weighting of between 15 to 40% of the award criteria. ;This is without prejudice of the application of Article 41(3) of Directive 2014/23/EU, Article 67(5) of Directive 2014/24/EU or Article 82(5) of Directive 2014/25/EU for giving a higher weighting to those criteria.
Amendment 214 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 c – paragraph 3
Article 3 c – paragraph 3
3. In accordance with Article 3b, the tender’s contribution to sustainability shall be given a weighting of between 15 to 40% of the award criteria, and the tender's contribution to security of supply shall also be given a weighting of between 15 to 40% of the award criteria. This is without prejudice of the application of Article 41(3) of Directive 2014/23/EU, Article 67(5) of Directive 2014/24/EU or Article 82(5) of Directive 2014/25/EU for giving a higher weighting to those criteria;
Amendment 214 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3c – paragraph 3 a (new)
Article 3c – paragraph 3 a (new)
3a. The proportion of the products or tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council, shall not exceed 50% of the tender’s value.
Amendment 215 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/1242
Article 3d (new)
Article 3d (new)
Amendment 216 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 c – paragraph 3 a (new)
Article 3 c – paragraph 3 a (new)
3a. The proportion of the products or tenders originating in third countries, as determined in accordance with Regulation (EU) No 952/2013 of the European Parliament and of the Council, shall not exceed 50% of the tender’s value.
Amendment 217 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/1242
Article 3 d (new)
Article 3 d (new)
(4a) the following Article 3d is inserted: ‘Article 3 d Zero-Emission HDVs Forum By ... [6 months after the entry into force of this Regulation] and each year thereafter, the Commission shall convene a ‘Zero-Emission HDVs Forum’, which shall be composed of representatives from public charging stations operators, electricity transmission system operators, long-haul transporters, urban logistic operators, public transport operators, civil society organisations and independent think tanks, Member States and manufacturer. The purpose of the Forum shall be to foster cooperation for the effective and cost-efficient roll-out of zero-emission heavy-duty vehicles and recharging and refuelling infrastructure in view of the increased ambition of this Regulation.'
Amendment 232 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Regulation (EU) 2019/1242
Article 5 – paragraph 1 – second sub–paragraph
Article 5 – paragraph 1 – second sub–paragraph
The zero-emission and low-emission factor shall take into account the number and the CO2 emissions of all zero- and low- emission heavy-duty vehicles of category N in the manufacturer’s fleet.;
Amendment 233 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b
Article 1 – paragraph 1 – point 6 – point b
Regulation (EU) 2019/1242
Article 5 – paragraph 3
Article 5 – paragraph 3
3. For the reporting periods from 2025 to 2029 the zero- and low-emission factor shall only take into account the number and the CO2 emissions of all zero- emission heavy-duty vehicles of category N in the manufacturer's fleet, and shall be determined on the basis of a 215 % benchmark in accordance with point 2.3.2 of Annex I.;
Amendment 239 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Regulation (EU) 2019/1242
Article 5 – paragraph 1 – second sub–paragraph
Article 5 – paragraph 1 – second sub–paragraph
The zero-emission and low-emission factor shall take into account the number and the CO2 emissions of all zero- and low- emission heavy-duty vehicles of category N in the manufacturer’s fleet.;
Amendment 240 #
Proposal for a regulation
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Regulation (EU) 2019/1242
Article 6 a – paragraph 1 – point c
Article 6 a – paragraph 1 – point c
(c) for transfers of zero-emission vehicles between manufacturers not belonging to a group of connected manufacturers, or for transfers of existing vehicles retrofitted to zero-emission vehicles: the number of zero- emissions vehicles transferred to a manufacturer must not exceed 5 % of all its new heavy-duty vehicles registered in a given reporting period.
Amendment 240 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point b
Article 1 – paragraph 1 – point 6 – point b
Regulation (EU) 2019/1242
Article 5 – paragraph 3
Article 5 – paragraph 3
3. For the reporting periods from 2025 to 2029 the zero- and low-emission factor shall only take into account the number and the CO2 emissions of all zero- emission heavy-duty vehicles of category N in the manufacturer's fleet, and shall be determined on the basis of a 215 % benchmark in accordance with point 2.3.2 of Annex I.;
Amendment 242 #
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b
Article 1 – paragraph 1 – point 9 – point b
Regulation (EU) 2019/1242
Article 7 – paragraph 1 – second subparagraph
Article 7 – paragraph 1 – second subparagraph
(b) in paragraph 1, the second subparagraph, ‘2029’ is replaced by ‘2039 is replaced by the following; ‘Emission credits shall be acquired in the reporting periods of the years 2019 to 2039, and shall only be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of any of the five years following the year during which they have been acquired. However, the emission credits acquired in the reporting periods of the years 2019 to 2024 shall be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of the reporting period of the year 2025 only.’;
Amendment 246 #
(c) for transfers of zero-emission vehicles between manufacturers not belonging to a group of connected manufacturers, or for transfers of existing vehicles retrofitted to zero-emission vehicles: the number of zero- emissions vehicles transferred to a manufacturer must not exceed 5 % of all its new heavy-duty vehicles registered in a given reporting period.
Amendment 247 #
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a
Article 1 – paragraph 1 – point 11 – point a
Regulation (EU) 2019/1242
Article 8 – paragraph 1 – point a
Article 8 – paragraph 1 – point a
Amendment 247 #
Proposal for a regulation
Article 1 – paragraph 1 – point 9 – point b
Article 1 – paragraph 1 – point 9 – point b
Regulation (EU) 2019/1242
Article 7 – paragraph 1 – second subparagraph
Article 7 – paragraph 1 – second subparagraph
(b) in paragraph 1, the second subparagraph, ‘2029’ is replaced by ‘2039’; is replaced by the following: ' Emission credits shall be acquired in the reporting periods of the years 2019 to 2039, and shall only be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of any of the five years following the year during which they have been acquired.However, the emission credits acquired in the reporting periods of the years 2019 to 2024 shall be taken into account for the purpose of determining the manufacturer’s compliance with the specific CO2 emissions target of the reporting period of the year 2025 only. '
Amendment 248 #
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Regulation (EU) 2019/1242
Article 8 – paragraph 1 – point b
Article 8 – paragraph 1 – point b
Amendment 252 #
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a
Article 1 – paragraph 1 – point 11 – point a
Regulation 2019/1242
Article 8 – paragraph 1 – point a
Article 8 – paragraph 1 – point a
Amendment 253 #
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point b
Article 1 – paragraph 1 – point 11 – point b
Regulation 2019/1242
Article 8 – paragraph 1 – point a
Article 8 – paragraph 1 – point a
Amendment 257 #
Proposal for a regulation
Article 1 – paragraph 1 – point 16
Article 1 – paragraph 1 – point 16
Regulation (EU) 2019/1242
Article 13 b – paragraph 1 – third subparagraph
Article 13 b – paragraph 1 – third subparagraph
Amendment 259 #
Proposal for a regulation
Article 1 – paragraph 1 – point 16
Article 1 – paragraph 1 – point 16
Regulation (EU) 2019/1242
Article 13b – paragraph 1 – third sub–paragraph
Article 13b – paragraph 1 – third sub–paragraph
Amendment 263 #
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – first paragraph
Article 15 – first paragraph
The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. In that report, the Commission shall in particular assess the impacts of establishing minimum energy efficiency thresholds for new zero- emission heavy-duty vehicles placed on the Union market, and of ensuring that special purpose, off-road and off-road special vehicles are subject to CO2 emissions reduction targets. It shall also assess whether the continuation of the exemption for manufacturers producing few vehicles set out in Article 6b is still justified in view of achieving a balance between Union-wide greenhouse gas emissions and removals across all sectors within the Union by 2050 at the latest as set out in Regulation (EU) 2021/1119.
Amendment 271 #
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – first paragraph
Article 15 – first paragraph
The Commission shall, in 2028, review the effectiveness and impact of this Regulation and submit a report to the European Parliament and to the Council with the result of the review. In that report, the Commission shall in particular assess the impacts of establishing minimum energy efficiency thresholds for new zero- emission heavy-duty vehicles placed on the Union market, and of ensuring that special purpose, off-road and off-road special vehicles are subject to CO2 emissions reduction targets. It shall also assess whether the continuation of the exemption for manufacturers producing few vehicles set out in Article 6b is still justified in view of achieving a balance between Union-wide greenhouse gas emissions and removals across all sectors within the Union by 2050 at the latest, as set out in Regulation (EU) 2021/1119.
Amendment 283 #
Proposal for a regulation
Annex I – point 1 – point 1.1.1 – table
Annex I – point 1 – point 1.1.1 – table
Amendment 284 #
Proposal for a regulation
Annex I – point 1 – point 1.1.1 – table 1.1.1.a (new)
Annex I – point 1 – point 1.1.1 – table 1.1.1.a (new)
1.1.1a. Attribution of small and medium lorries of category N2 with a maximum mass lower than 7.4t, for which CO2 emissions have been determined in accordance with Regulation (EU) 2018/858 Characteristics of vehicle Vehicle sub-group (sg) attributed for the purposes of this Regulation Category N2, with Technical Permissible 53 Maximum Laden Mass (TPMLM) ≤ 7,4 t
Amendment 286 #
Proposal for a regulation
Annex I – point 1 – point 1.1.2 – table
Annex I – point 1 – point 1.1.2 – table
1.1.2. For vehicles of category M the sub-group sg is defined as follows: Vehicle group pursuant to Annex I to Vehicle sub-group (sg) attributed for the purposes Regulation (EU) 2017/2400 of this Regulation 31a, 31d 31-LF 31b1 31-L1 31b2 31-L2 31c, 31e 31-DD 32a, 32b 32-C2 32c, 32d 32-C3 32e, 32f 32-DD 33a, 33d, 37a, 37d 33-LF 33b1, 37b1 33-L1 33b2, 37b2 33-L2 33c, 33e, 37c, 37e 33-DD 34a, 34b, 36a, 36b, 38a, 38b, 40a, 40b 34-C2 34c, 34d, 36c, 36d, 38c, 38d, 40c, 40d 34-C3 34e, 34f, 36e, 36f, 38e, 38f, 40e, 40f 34-DD 35a, 35b1, 35b2, 35c 35-FE 39a, 39b1, 39b2, 359c 39-FE
Amendment 290 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1
Regulation (EU) 2019/1242
Annex I – point 2.3.2
Annex I – point 2.3.2
x is 0,0215
Amendment 291 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –
subparagraph 1 – introductory part Regulation (EU) 2019/1242
Annex I – point 2.3.2
Annex I – point 2.3.2
Vin is the total number of newly registered low- and zero-emission heavy-duty vehicles in the sub-groups sg = 4-UD, 4- RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10- RD, 10-LH, where each of them is counted as ZLEVspecifi in accordance with the formula below:
Amendment 292 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 1 – subparagraph 1
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 1 – subparagraph 1
Amendment 293 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 1
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 1
Amendment 294 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –
subparagraph 2 – subparagraph 2 Regulation 2019/1242
Annex I – point 2 – point 2.3 – point 2.3.2
Annex I – point 2 – point 2.3 – point 2.3.2
Amendment 295 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 –
subparagraph 2 – subparagraph 3 Regulation 2019/1242
Annex I – point 2 – point 2.3 – point 2.3.2
Annex I – point 2 – point 2.3 – point 2.3.2
Vout is the total number of newly registered zero-emission heavy-duty vehicles of category N, which are not in the sub- groups referred to by the definition of Vin , and with a maximum of 0,035 of Vtotal;
Amendment 305 #
Proposal for a regulation
Annex I point 1.1.1.
Annex I point 1.1.1.
1.1.1. For vehicles of category N the sub-group sg is defined as follows: Vehicle group Vocational Cab type Engine power Operational Vehicle sub- according to vehicle range (OR) group (sg) Annex I to according to attributed for Regulation (EU) Article 3(9) the purposes 2017/2400 of this of this Regulation Regulation 53 No All 53 54 No All 54 1s No All 1s 1 No All 1 2 No All 2 3 No All 3 4 No All <170 kW All 4-UD No Day cab ≥170 kW All 4-RD No Sleeper ≥170 kW and cab <265 kW No Sleeper ≥265 kW < 350 km cab No Sleeper ≥265 kW ≥ 350 km 4-LH cab Yes All 4v 9 No Day cab All All 9-RD No Sleeper All < 350 km cab cab No Sleeper All ≥ 350 km 9-LH cab Yes All 9v 5 No Day cab All All 5-RD No Sleeper < 265 kW cab No Sleeper ≥ 265 kW < 350 km cab No Sleeper ≥ 265 kW ≥ 350 km 5-LH cab cab Yes All 5v 10 No Day cab All All 10-RD No Sleeper All < 350 km cab cab No Sleeper All ≥ 350 km 10-LH cab cab 11 No Yes All 10v 11 All 11 12 All 11 12 No 12 16 All 12 16 No All 16 Or. enJustification CO2 emissions from vocational vehicles, such as garbage, tippers or concrete mixers, are already certified under VECTO, monitored and reported by vehicle manufacturers and Member States, and several zero-emission vocational vehicles are already commercially available in Europe. As they mostly operates in cities, vocational vehicles also significantly impact urban air quality. Those vehicles should therefore be included under the CO2 reduction targets.
Amendment 306 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 1
x is 0,0215
Amendment 306 #
Proposal for a regulation
Annex I point 1.1.1 a (new)
Annex I point 1.1.1 a (new)
1.1.1a. Attribution of small and medium lorries of category N2 with a maximum mass lower than 7.4t, for which CO2 emissions have been determined in accordance with Regulation (EU) 2018/858 Characteristics of vehicle Vehicle sub-group (sg) attributed for the purposes of this Regulation Category N2, with Technical Permissible 53 Maximum Laden Mass (TPMLM) ≤ 7,4 t Or. enJustification CO2 emissions from small lorries with a maximum mass lower than 5t and medium lorries with a maximum mass lower than 7.4t which cannot yet be determined under VECTO, but their CO2 emissions are being determined under Regulation (EU) 2018/858 and their registrations reported by Member States to the Commission. Zero-emission technologies for vehicles under this segment are already mature and cost-efficient. This segment includes many urban delivery trucks supplying stores like supermarkets in cities, so their decarbonisation will contribute to the improvement of urban air quality. Smaller lorries should therefore also be subject to the same CO2 targets, and be attributed to the respective sub-groups according to their mission profile, mileage and payload.
Amendment 307 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2–introductory part
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2–introductory part
Vin is the total number of newly registered low- and zero-emission heavy-duty vehicles in the sub-groups sg = 4-UD, 4- RD, 4-LH, 5-RD, 5-LH, 9-RD, 9-LH, 10- RD, 10-LH, where each of them is counted as ZLEVspecifi in accordance with the formula below:
Amendment 307 #
Proposal for a regulation
Annex I point 1.1.2.
Annex I point 1.1.2.
Amendment 308 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 1 – subparagraph 1
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 1 – subparagraph 1
Amendment 311 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 3
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 3 – subparagraph 2 – subparagraph 2 – subparagraph 3
Vout is the total number of newly registered zero-emission heavy-duty vehicles of category N, which are not in the sub- groups referred to by the definition of Vin , and with a maximum of 0,035 of Vtotal;
Amendment 332 #
Annex I – Paragraph 4 – Subparagraph 4.3. – Table 4.3.1.
4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 643% 6495% 9100% Heavy lorries > 7,4t 1s, 1, 2, 3 0 643% 6495% 9100% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 643% 6495% 9100% 9-LH, 10-RD, 10-LH H Vocational vehicles 4v, 5v, 9v, 0 and heavy lorries > 16 t10v, 11, 12, 161v, 0 with special axle 643% 64% 95% 9100% t with special axle 12, 12v, 16 configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 43% 64% 95% 100% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 0 coaches (rfpsg) C3, 32-DD, 643% 64% 95% 9 100% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% 7,5% Semi-trailers 0 15% 0 15% 15% 15%
Amendment 338 #
Proposal for a regulation
Annex I point 4.3.1.
Annex I point 4.3.1.
4.3.1. The following CO2 emissions reduction targets rfsg and rfpsg pursuant to Article 3a shall apply to vehicles in the sub-group sg for different reporting periods: CO2 reduction targets rfsg and rfpsg groups sg Reporting period of the years Sub- 2025 – 2029 2030 – 2034 2035 – 2039 As from 2040 Medium lorries 53, 54 0 643% 6495% 90%100% Heavy lorries > 7,4t 1s, 1, 2, 3 0 4364% 6495% 9100% Heavy lorries > 16 t 4-UD, 4-RD, 15% with 4x2 and 6x4 axle 4-LH, 5-RD, configurations 5-LH, 9-RD, 4364% 6495% 9100% 9-LH, 10-RD, 10-LH H Vocational vehicles 4v, 5v, 9v, 0 and heavy lorries > 16 t10v, 11, 12, 161v, 0 with special axle 43%64% 95% 64% 90%100% t with special axle 12, 12v, 16 configurations Coaches (rfsg) 32-C2, 32- 0 C3, 32-DD, 643% 64% 95% 9100% 34-C2, 34- C3, 34-DD Primary vehicles of 32-C2, 32- 0 coaches (rfpsg) C3, 32-DD, 4364% 6495% 9100% 34-C2, 34- C3, 34-DD Trailers 0 7,5% 7,5% 7,5% Semi-trailers 0 0 15% 15% 15%