14 Amendments of Tiemo WÖLKEN related to 2017/0293(COD)
Amendment 74 #
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) The transition to a low-carbon automotive mobility will necessarily result in structural changes in the automotive industry. It is of critical importance to consider and address the inevitable social impacts of this transition, particularly in the most affected regions.
Amendment 75 #
Proposal for a regulation
Recital 4 b (new)
Recital 4 b (new)
(4b) The European Commission should put together a legal and regulatory framework that allows for the rapid use of support schemes in the restructuring process. Setting up new national skills observatories for the sector could support social transition, employment and skills planning at national, regional and company levels.
Amendment 95 #
Proposal for a regulation
Recital 13
Recital 13
(13) Reduction levels for the Union- wide fleets of new passenger cars and light commercial vehicles should therefore be set for 20256 and for 2030, taking into account the vehicle fleet renewal time and the need for the road transport sector to contribute to the 2030 climate and energy targets. This stepwise approach also provides a clear and early signal for the automotive industry not to delay the market introduction of energy efficient technologies and zero- and low-emission vehicles.
Amendment 123 #
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17a) Setting up a European Clean Mobility Fund could help to cover the necessary investment for a comprehensive alternative fuels infrastructure. It could be co-financed, with the European Union contributing 10 % and another 90 % coming from industry, notably manufacturers, suppliers, energy and fuel producers and other interested parties as well as the excess emissions premiums. Companies or consortia contributing to the fund should be granted preferential access to grants and loans provided by the CEF, EIB and EC IPE. Financial resources from the fund should be awarded according to the criteria of feasibility, European added value, the achievement of deployment goals and cohesion policy. INEA, which already oversees the CEF, could become the responsible agency.
Amendment 132 #
Proposal for a regulation
Recital 19
Recital 19
(19) In order to maintain the diversity of the market for passenger cars and light commercial vehicles and its ability to cater for different consumer needs, CO2 targets should be defined according to the utility of the vehicles on a linear basis. Maintaining mass as the utility parametHowever, is considered coherent with the existing regime. In order to better reflect the mass of vehicles used on the roadn order to incentivise lightweight as a technology for reducing emissions, the parameter should be changed from mass in runnmeasured in footpringt order to the vehicle's test mass as specif a vehicle, which is defined in Regulation (EU) 2017/1151 of 1 June 2017as the product of the average track width effect from 2025and wheelbase of a car.
Amendment 176 #
Proposal for a regulation
Recital 38
Recital 38
(38) Manufacturers’ compliance with the targets under this Regulation should be assessed at Union level. Manufacturers whose average specific emissions of CO2 exceed those permitted under this Regulation should pay an excess emissions premium with respect to each calendar year. The amounts of the excess emissions premium should be considered as revenue for the general budget of the Union. and be earmarked for targeted programmes for redeployment, re-skilling and up-skilling of workers affected by structural changes in the automotive sectors, education and job-seeking initiatives in close dialogue with social partners as well as public- private initiatives in the role-out of infrastructure for alternative fuels;
Amendment 178 #
Proposal for a regulation
Recital 41
Recital 41
(41) The effectiveness of the targets set out in this Regulation in reducing CO2 emissions in reality is strongly dependent on the representativeness of the official test procedure. In accordance with the Opinion of the Scientific Advice Mechanism (SAM)23 and the recommendation of the European Parliament, following its inquiry into emission measurements in the automotive sector24 , a mechanism should be put in place to assess the real world representativeness of vehicle CO2 emissions and energy consumption values determined in accordance with Regulation (EU) 2017/1151. The Commission should have the powersmost reliable way to ensure the real world representativeness of type-approval values is by introducing a real-world CO2 emissions test, which the Commission should be empowered to develop. That test should be developed by means of delegated acts and introduced at the latest two ensure the public availability of such data, and, where necessary,years after the date of application of this Regulation. However, in the meantime, and until it becomes applicable, compliance should be ensured by using data from the fuel consumption meters to be reported by manufacturers coupled with a not-to-exceed (NTE) limit of a maximum of 10 % above the type- approval values measured as of 2021 using the WLTP test. The Commission should have the powers to ensure the public availability of such data, and to develop the procedures needed for identifying and collecting thecollecting the fuel consumption data required for performing such assessments. __________________ 23 High Level Group of Scientific Advisors, Scientific Opinion 1/2016 "Closing the gap between light-duty vehicle real-world CO2 emissions and laboratory testing" 24 European Parliament recommendation of 4 April 2017 to the Council and the Commission following the inquiry into emission measurements in the automotive sector (2016/2908(RSP))
Amendment 218 #
Proposal for a regulation
Article 1 – paragraph 4 – point a
Article 1 – paragraph 4 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 125% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;
Amendment 229 #
Proposal for a regulation
Article 1 – paragraph 4 – point b
Article 1 – paragraph 4 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 125% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part B of Annex I;
Amendment 245 #
Proposal for a regulation
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 350% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part A of Annex I;
Amendment 260 #
Proposal for a regulation
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet- wide target equal to a 350% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.
Amendment 354 #
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 and shall be earmarked for measures and programmes promoting re- skilling, up-skilling, redeployment and job-seeking initiatives in the automotive sector to be developed and, where appropriate, conducted in close cooperation with social partners in order to contribute to a just transition to a low- carbon economy, as well as for public investment for the role-out of charging infrastructure for alternative fuels.
Amendment 392 #
Proposal for a regulation
Article 12 – paragraph 1 a (new)
Article 12 – paragraph 1 a (new)
1a. In order to ensure the representativeness referred to in paragraph 1, compliance shall be measured by means of a real-world CO2 emissions test. The Commission is empowered to adopt delegated acts in accordance with Article 16 in order to supplement this Regulation by developing the real-world CO2 emissions test, at the latest two years after the date of application of this Regulation.
Amendment 395 #
Proposal for a regulation
Article 12 – paragraph 1 b (new)
Article 12 – paragraph 1 b (new)
1b. Until the real-world CO2 emissions test becomes applicable, compliance shall be measured on the basis of data from fuel consumption meters and subject to a not to- exceed (NTE) limit of a maximum of 10 % above a manufacturer’s specific CO2 emissions that is measured for the purpose of type approval certification procedures initiated from 2021 onwards in accordance with Regulation (EC) No 715/2007.