56 Amendments of Jan-Christoph OETJEN related to 2023/0042(COD)
Amendment 27 #
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, which is the only sector in the EU in which emissions have been trending upwards since the 1990s. The Green Deal has set the ambitious target of a 90% reduction in transport emissions in order to achieve carbon neutrality in the EU by 2050.
Amendment 28 #
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) While the review of this regulation forms part of efforts to meet the environmental objectives of decarbonising road transport in order to combat climate change, it should also take into account the significant industrial and social consequences of this process to ensure employment and accessible mobility for all.
Amendment 36 #
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission and low-emission vehicles being deployed on the Union market whilst providing benefits to users and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing. The automotive industry remains one of the pillars of the EU economy, contributing 7% of European GDP, providing 4.6 million jobs and remaining at the cutting edge of technological innovation with EUR 60 billion invested each year in research and development. The industry needs to be supported in its environmental and digital transition, as European manufacturers are now facing a triple bind, with tightened environmental regulations, increasing investment needs in innovation and heightened international competition. The strengthened CO2 emission reduction standards must become technology neutral in reaching the fleet-wide targets that they set. Zero and low-emission vehicles, which run on advanced biofuels or synthetic fuels as defined in Directive (EU) 2018/20011a. Zero-emission and low- emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen-powered vehicles, and technological innovations are continuing. __________________ 1a Directive (EU) 2018/2001 of the European Parliament and of the Council of 11 December 2018 on the promotion of the use of energy from renewable sources (recast)
Amendment 43 #
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 targets should be set at a level that will deliver a strong signal to accelerate the uptake of zero-emission and low-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way and be consistent with the existence of the necessary enabling conditions, in particularly the deployment of charging and refuelling infrastructure across the Union.
Amendment 48 #
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 targets should be set at a level that will deliver a strong signal to accelerateconsistent with the availability of enabling conditions, namely sufficiently dense network of alternative fuels infrastructure, with the aim of promoting the uptake of zero-emission vehicles on the Union market and to stimulate innovation in zero-emission technologies in a cost- efficient way.
Amendment 50 #
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) The principle of technological neutrality is fundamental to ensure there is efficiency and a plurality of solutions, to preserve and fasten innovation and development, including in disruptive technologies, and to allow market flexibility and a diverse range of social behaviours. It is thus important that we do not limit road transport to a single technology but rather encourage innovation and complementarities between efficient alternative technologies, such as the combined use of hybrid vehicles and low-carbon fuels. Furthermore, a ‘one size fits all’ approach at European level would be compromised by the wide economic, social, geographical and infrastructural diversity within and between Member States, whereas a mix of complementary technologies allows each region to implement the solutions it deems most appropriate to reduce its emissions.
Amendment 53 #
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) Complimentary to the efforts of this regulation towards increasing the availability and uptake of zero-emission vehicles, a carbon correction factor should be introduced to properly reflect the contribution of the use of CO2 neutral fuels, such as biofuels, biogas, biomass fuels and synthetic fuels, when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.
Amendment 54 #
Proposal for a regulation
Recital 10 b (new)
Recital 10 b (new)
(10b) Following consultation with stakeholders, the Commission will make a proposal for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes and in conformity with the Union’s climate neutrality objective.
Amendment 55 #
Proposal for a regulation
Recital 11 – paragraph 1
Recital 11 – paragraph 1
The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizses in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro-enterprises in the purchasing of zero-emission trucks and lorries. Particular attention should be also given to the impact that this transition will have on SMEs along the supply chain. __________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.
Amendment 56 #
Proposal for a regulation
Recital 11 – paragraph 1
Recital 11 – paragraph 1
The updated New Industrial Strategy14 foresees the co-creation of green and digital transition pathways in partnership with industry, public authorities, social partners and other stakeholders. In this context, a transition pathway is being developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway takes particular heed of small and medium-sized enterprizses in the automotive supply chain, of the consultation of social partners including by Member States, and also build on the European Skills Agenda with initiatives like the Pact for Skills to mobilise the private sector and other stakeholders to up-skill and re-skill Europe’s workforce in view of the green and digital transitions and on the Talent Booster Mechanism in the framework of the Harnessing Talents in EU regions initiative. The appropriate actions and incentives at the European and national level to boost the affordability of zero- emission and low-emission vehicles are also being addressed in the pathway. This could, for example, include the possibility for Member States to use the proposed Social Climate Fund to assist micro- enterprises in the purchasing of zero- emission trucks and lorries. __________________ 14 Commission Communication on Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021.
Amendment 58 #
Proposal for a regulation
Recital 11 – paragraph 1 a (new)
Recital 11 – paragraph 1 a (new)
A rapid roll out of charging and fuelling infrastructure requires availability of qualified installers. Investments in re- and upskilling will be a corner stone in fulfilling the targets of this regulation and will ensure a just transition in the truck manufacturing sector.
Amendment 62 #
Proposal for a regulation
Recital 12
Recital 12
(12) The Union fleet-wide targets are to be complemented by the necessarydependent on the rapid 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 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 final.
Amendment 63 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
Amendment 71 #
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) The market adoption of zero- emission heavy-duty vehicles depends on the enabling conditions allowing road haulers to operate the vehicles seamlessly and more profitably than conventional diesel trucks. The availability of charging and refuelling infrastructure, effective carbon pricing measures, including road user charges differentiated by CO2 emissions, and supportive and well- synchronized vehicle regulations are crucial enabling conditions that are outside of the direct control of vehicle manufacturers. Therefore, the state of the most important enabling conditions should be monitored on an annual basis. If one or more of the enabling conditions are found to be not in line with the CO2 targets for vehicle manufacturers, the targets should be reviewed and financial penalties (excess CO2 emissions premiums) for vehicle manufacturers be waived.
Amendment 72 #
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) Certain enabling conditions allowing road hauliers to seamlessly operate zero-emission heavy-duty vehicles are key for early market adoption of such vehicles. Therefore, the state of the most important enabling conditions such as optimal grid capacity, storage, charging and refuelling infrastructure and effective carbon pricing measures should be monitored regularly and taken into account in the review of this regulation.
Amendment 74 #
Proposal for a regulation
Recital 14
Recital 14
(14) Manufacturers should be provided with sufficient flexibility in adapting their fleets over time in order to manage the transition towards zero-emission and low- emission vehicles in a cost-efficient manner, and i. The progressively more ambitious emission reduction targets have increased the costs of compliance for manufacturers. It is therefore appropriate to maintain the approach of decreasing target levels in five-year steps.
Amendment 83 #
Proposal for a regulation
Recital 15 a (new)
Recital 15 a (new)
(15a) Extra heavy combinations (EHC) are vehicles with above standard masses and often also dimensions. They have increased energy efficiency gains and lowered relative fuel use due to higher payloads compared to average EU trucks. However, in the current calculation formula related to the CO2 HDV targets, this is not taken into account. In order to correct this and reflect the EHC emissions more realistically, the calculation formula should be modified accordingly.
Amendment 91 #
Proposal for a regulation
Recital 17
Recital 17
Amendment 97 #
Proposal for a regulation
Recital 21 – paragraph 1
Recital 21 – paragraph 1
For vehicles, which are not in the scope of the automotive type-approval legislation, such as agricultural and forestry tractors, vehicles designed and constructed for the use by armed and security forces and track-laying vehicles, the CO2 emissions are not determined and therefore these vehicles do not have to meet the CO2 targets set in this Regulation.
Amendment 121 #
Proposal for a regulation
Recital 28 a (new)
Recital 28 a (new)
Amendment 127 #
Proposal for a regulation
Recital 39 a (new)
Recital 39 a (new)
Amendment 130 #
Proposal for a regulation
Recital 42 a (new)
Recital 42 a (new)
(42a) This regulation aims to accelerate the transition towards carbon neutral mobility in a technologically neutral way. As a complement to the efforts towards an increasing availability of zero emission vehicles, following consultation with stakeholders, the Commission will make a proposal for a mechanism to duly account the contribution from the use of sustainable renewable transport fuels including biofuels, biomass fuels as well as RFNBOs when assessing the compliance with CO2 emissions reductions of newly registered heavy-duty vehicles.
Amendment 134 #
Proposal for a regulation
Recital 42 a (new)
Recital 42 a (new)
(42a) In order to speed-up the transition a mechanism, based on a carbon correction factor is introduced that reflects the CO2 intensity and the share of CO2 neutral fuels.
Amendment 135 #
Proposal for a regulation
Recital 42 b (new)
Recital 42 b (new)
(42b) a new definition of "CO2 neutral fuels" is introduced to allow for renewable fuels as defined in Directive 2018/2001, including biofuels, biogas, bioliquids, biomass fuels and renewable fuels of non-biological origin or recycled carbon fuels.
Amendment 143 #
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c
Article 1 – paragraph 1 – point 2 – point c
Regulation (EU) 2019/1242
Article 2 – paragraph 4 a (new)
Article 2 – paragraph 4 a (new)
4a. Vehicle groups 11, 12 and 16 from N3 category shall not be subject to the CO2 emission targets set out in Article 3a of this Regulation.
Amendment 145 #
Proposal for a regulation
Article 1 – paragraph 1 – point 2 – point c
Article 1 – paragraph 1 – point 2 – point c
Regulation (EU) 2019/1242
Article 2 – paragraph 6
Article 2 – paragraph 6
6. The reporting obligations laid down in Articles 13a to 13f shall also apply to the vehicles that are not subject to CO2 emission targets in accordance with paragraphs 4, 4a and 5 of this Article.;
Amendment 153 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point f a (new)
Article 1 – paragraph 1 – point 3 – point f a (new)
Regulation (EU) 2019/1242
Article – point 23 b (new)
Article – point 23 b (new)
(fa) the following points (23a) and (23b) are inserted: (23a) “CO2 Neutral Fuel” means a biofuel, biogas, biomass fuel, Renewable liquid and gaseous transport Fuel of Non Biological Origin (RFNBO) or a Recycled Carbon Fuel (RCF), where the emissions of the fuel in use complies with a minimum threshold of greenhouse gas emissions savings at least 70% as laid down in Directive (EU) 2018/2001.
Amendment 159 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i
Article 1 – paragraph 1 – point 3 – point i
Regulation (EU) 2019/1242
Article 3 – point 23 a (new)
Article 3 – point 23 a (new)
(23a) "CO2 Neutral Fuels" means renewable fuels as defined in Directive 2018/20011a, including biofuels, biogas, bioliquids, biomass fuels and renewable fuels of non-biological origin or recycled carbon fuels.
Amendment 162 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point i
Article 1 – paragraph 1 – point 3 – point i
Regulation 2019/1242
Article 3 – point 23 b (new)
Article 3 – point 23 b (new)
(23b) "Carbon Correction Factor" means a factor reflecting the CO2 intensity and share of CO2 neutral fuels;
Amendment 172 #
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 – Subparagraph b
Article 3 a – Paragraph 1 – Subparagraph b
(b) for all vehicle sub-groups for the reporting periods of the years 2030 to 2034 by 435 %,
Amendment 179 #
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 – subparagraph d
Article 3 a – paragraph 1 – subparagraph d
(c) for all vehicle sub-groups for the reporting periods of the years 2035 to 2039 by 655 %,
Amendment 184 #
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 – subparagraph d
Article 3 a – paragraph 1 – subparagraph d
(d) for all vehicle sub-groups for the reporting periods of the years 2040 onwards by 980%.
Amendment 194 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 1
Article 3 b – paragraph 1
1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero- emissions vehicles shall be 80% as from the reporting period of the year 2030 and 100% as from the reporting period of the year 20305.;
Amendment 198 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4
Article 1 – paragraph 1 – point 4
Regulation (EU) 2019/1242
Article 3 b – paragraph 1
Article 3 b – paragraph 1
1. For vehicles referred to in point 4.2 of Annex I, manufacturers shall comply with the minimum shares of zero-emission vehicles in their fleet of new heavy-duty vehicles as laid down in point 4.3 of Annex I. For new urban buses the share of zero- emissions vehicles shall be 10085% as from the reporting period of the year 2030.;
Amendment 223 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2019/1242
Article 4 – paragraph1 – point b a (new)
Article 4 – paragraph1 – point b a (new)
(5a) in Article 4, first paragraph, the following point (ba) is inserted: the application of the Carbon Correction Factor
Amendment 224 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)
Article 1 – paragraph 1 – point 5 b (new)
Regulation (EU) 2019/1242
Article 4 a (new)
Article 4 a (new)
(5b) Methodology for registration of heavy-duty vehicles running exclusively on CO2 neutral fuels the following Article 4a is inserted: Article 4a Following consultation with stakeholders, at the latest one year after the entry into force of the regulation, the Commission will make a proposal for registering heavy-duty vehicles running exclusively on CO2 neutral fuels for compliance purposes and in conformity with the Union’s climate neutrality objective.
Amendment 229 #
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 1 – paragraph 6 – point a
Article 1 – paragraph 6 – point a
Starting from 1 July 2020 and for each subsequent reporting period until the reporting period of the year 2029, the Commission shall determine for each manufacturer the zero- and low-emission factor for the preceding reporting period.
Amendment 235 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 – point c
Article 1 – paragraph 1 – point 6 – point c
Regulation (EU) 2019/1242
Article 5 – paragraph 4
Article 5 – paragraph 4
4. The zero-emission and low- emission factor shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 310 %. The contribution to that factor of the zero-emission vehicles of category N, other than those in vehicles sub-groups 4-UD, 4-RD, 4-LH, 5-RD, 5- LH, 9-RD, 9-LH, 10-RD, 10-LH, shall reduce the average specific CO2 emissions of a manufacturer by a maximum of 1,53 %.;
Amendment 256 #
Proposal for a regulation
Article 1 – paragraph 1 – point 16
Article 1 – paragraph 1 – point 16
Regulation (EU) 2019/1242
Article 13 a – paragraph 1
Article 13 a – paragraph 1
Starting from the reporting period of the year [PO: please insert year: if entry into force is before 1st July, insert the year of entry into force of the Regulation minus 1; if entry into force is after 30th of June, insert the following year], Member States shall monitor the data specified in Annex IV, Part A relating to new heavy-duty vehicles registered for the first time in the Union. The competent authorities shall refrain from contacting manufacturers and instead refer to the data shared with local vehicle registration authorities to fulfil their monitoring and reporting obligations under this regulation.
Amendment 259 #
Proposal for a regulation
Article 1 – paragraph 1 – point 17
Article 1 – paragraph 1 – point 17
Regulation (EU) 2019/1242
Article 14 – paragraph 1
Article 14 – paragraph 1
Amendment 261 #
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – paragraph 1
Article 15 – paragraph 1
Amendment 265 #
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – paragraph 1
Article 15 – paragraph 1
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. The Commission shall in particular annually assess the deployment of charging and refuelling infrastructure for heavy duty vehicles across the Union.
Amendment 274 #
Proposal for a regulation
Article 1 – paragraph 1 – point 18
Article 1 – paragraph 1 – point 18
Regulation (EU) 2019/1242
Article 15 – paragraph 1 a (new)
Article 15 – paragraph 1 a (new)
By 2026 the Commission shall publish a report developing a methodology to assess the life-cycle CO2 emissions of heavy-duty vehicles. The Commission is empowered to delegated acts to set out a methodology for the assessment of the life-cycle CO2 emissions of heavy duty vehicles placed in the Union market.
Amendment 292 #
Proposal for a regulation
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 6 a (new)
Annex I – point 2 – point 2.1 – paragraph 3 – subparagraph 6 a (new)
CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in Article 3 point (23b new) and calculated according to paragraph 7 Annex I.
Amendment 294 #
Proposal for a regulation
Annex I – point 2 – point 2.1
Annex I – point 2 – point 2.1
2.1. Calculation of the specific CO2 emissions of a new heavy-duty vehicle The specific emissions in g/km of a new heavy-duty vehicle v attributed to a sub- group sg or of its primary vehicle shall be calculated in accordance with the following formula: 𝐶𝑂2𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2𝑣,𝑚𝑝 × (𝟏 ― 𝑪𝑪𝑭𝒊 ) 𝐶𝑂2p𝑣 = ∑𝑚𝑝𝑊𝑠𝑔,𝑚𝑝 × 𝐶𝑂2p𝑣,𝑚𝑝 × (𝟏 ― 𝑪𝑪𝑭𝒊 ) Where, ∑𝑚𝑝 is the sum over all mission profiles mp listed in Table 2; sg is the sub-group to which the new heavy-duty vehicle v has been attributed according to Section 1 of this Annex; Wsg,mp, is the mission profile weight specified in points 2.1.1 to 2.1.3; CO2v,mp is the CO2 emissions in g/km of the new heavy-duty vehicle v determined for a mission profile mp, reported in accordance with Articles 13a and 13b and normalised pursuant to Annex III; CO2pv,mp is the CO2 emissions in g/km of the primary vehicle of the new heavy- duty vehicle v, determined for a mission profile mp, reported in accordance with Articles 13a and 13b; CCFi is the Carbon Correction Factor for the fuel or blend of fuels in use i, as defined in Article 3 For zero-emissions motor vehicles the values of CO2v,mp and CO2pv,mp shall be set to 0.
Amendment 305 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1
Annex I – point 2 – point 2.3 – point 2.3.2 – paragraph 1
Reporting periods from 2025 to 2029onwards
Amendment 312 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3 – paragraph 1
Annex I – point 2 – point 2.3 – point 2.3.3 – paragraph 1
Amendment 314 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – point 2.3.3
Annex I – point 2 – point 2.3 – point 2.3.3
Amendment 319 #
Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 1
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 1
CO2(NO) = ∑sg sharesg × MPWsg × (avgCO2sg × (1 - sharesgEHC) + αsg x avgCO2sg × sharesgEHC)
Amendment 320 #
Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 a (new)
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 a (new)
sharesgEHC is the share in subgroup sg of the manufacturer's new heavy duty category N3 vehicles that are permitted to be used in an EHC
Amendment 321 #
Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 b (new)
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 b (new)
αsg is the compensation factor to adjust the effect of the higher payload of a EHC on the manufacturer's trucks, depending on the average in service maximum permissible combination mass, using the weighted value of the result of the following formulae: αsg = 1 + (-3/5*avgGVWsg comb 8x4-30)/100, for 8x4 EHC trucks αsg = 1 + (-3/5*avgGVWsg comb other+19)/100, for other EHC trucks
Amendment 322 #
Proposal for a regulation
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 c (new)
Annex I – point 2 – point 2.7 – paragraph 2 – point 2.7.2 – paragraph 14 c (new)
avgGVWsg comb is the manufacturer- specific average in the country of registration for the in service maximum permissible combination mass (tonnes) for EHC trucks in question in the subgroup sg, when the following condition is met: For the purposes of the calculation of CO2 emissions, a truck covered by this Regulation shall be considered part of an EHC if the truck is in category N3 and the in service maximum permissible mass of the vehicle combination in the country of registration is over 60 tonnes and has been reported in accordance with point (q a) of Part A of Annex IV.
Amendment 338 #
Proposal for a regulation
Annex I – point 4 – point 4.3.1 – table
Annex I – point 4 – point 4.3.1 – table
Amendment 345 #
Proposal for a regulation
Annex I – point 4 – point 4.3.2 – table
Annex I – point 4 – point 4.3.2 – table
The following zero-emission vehicle targets zevMsg pursuant to Article 3b are applicable to vehicles in the sub-group sg for different reporting periods: Zero-emission vehicle mandates zevMsg Sub-groups sg Reporting period of the years before 2030 2030 – 2035 – 2039 As from 2034 2040 Urban heavy 31-LF, 31-L1, 31- 0 1080% 100% 100% buses DD, 33-LF, 33- L1, 33-DD, 35- FE, 39-FE, 31-L2, 33-L2 Or. enJustification A 100% target for 2030 would put high pressure on municipalities and public transport operators in terms of purchase prices for new zero-emission busses but also the necessary charging and refuelling infrastructure. A delay of the 100% target to 2035 is thus preferable. Additionally, only vehicles with urban mission profiles should be covered by Article 3b. Busses of classes 31-L2, 33-L2 on the other hand are mostly used for interurban missions and should thus be included in Article 3a.
Amendment 353 #
Proposal for a regulation
Annex I – point 7(new)
Annex I – point 7(new)
7. CALCULATION OF THE CARBON CORRECTION FACTOR (CCF) For each fuel or blend of fuels i, the CCF shall be calculated according to the following method: 7.1. For CO2-Neutral Fuels, as defined in article 3 point (25) and used in compliance with Art. 4 a, CCFi = 1; 7.2. For fuels other than CO2-Neutral Fuels, CCFi = 0; 7.3. For blends of CO2-Neutral Fuels and fuels other than CO2-Neutral Fuels, the CCF shall be calculated according to the following formula: 𝑺𝑯𝑨𝑹𝑬𝑺𝒏,𝒊 𝑺𝑯𝑨𝑹𝑬𝑺𝒏 ― 𝟏,𝒊 + 𝟏𝟎𝟎 𝟏𝟎𝟎 𝑪𝑪𝑭𝒊 = 𝟐 Where: CCFi is the Carbon Correction Factor for a specific blend of conventional and CO2-Neutral Fuel i SHARESn,i percentage of renewable fuel i reported in Shares database, referred to the last available reporting period n and calculated as the average share over all EU member states. SHARESn - 1,i percentage of renewable fuel i reported in Shares database, referred to the second last available reporting period n and calculated as the average share over all EU member states.
Amendment 356 #
Proposal for a regulation
Annex IV – Part A – point q a (new)
Annex IV – Part A – point q a (new)
(qa) maximum mass for a category N3 truck in an EHC referred to in Annex I, point 2.7.2. in the truck’s country of registration when the truck is coupled to one or more semi-trailers/drawbar trailers;