Activities of José Ramón BAUZÁ DÍAZ related to 2021/0197(COD)
Plenary speeches (1)
CO2 emission standards for cars and vans (debate)
Amendments (39)
Amendment 30 #
Proposal for a regulation
Recital 3
Recital 3
(3) The European Green Deal combines a comprehensive set of mutually reinforcing measures and initiatives aimed at achieving climate neutrality in the EU by 2050, which require consistency between all of them in order to avoid regulatory fragmentation as well as conflicting measures between the emissions Regulation (AFIR, Cars CO2, the regulation on batteries, RED II, LULUCF, etc.) 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 growth 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 42 #
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7a) Achieving the objectives of this Regulation will have important consequences at industrial, social and transport level, thus programmes to ensure continuous training for new jobs that are accessible to all need to be envisaged.
Amendment 43 #
(7b) This regulation forms part of the efforts to meet the Union's wider objective to reduce emissions from passenger cars and light commercial vehicles. With the increasing use of zero- and low-emission vehicles, emission sources will move upstream in the automotive chain. By focusing exclusively on vehicle exhaust emissions, this legislation will therefore become progressively less effective in reducing emissions at EU level. In these circumstances, the Commission needs to come up with, by 31 December 2023 at the latest, a harmonised methodology for reporting the carbon balance of the life cycle of such vehicles (‘manufacture – use – scrapping’) and the energy consumed (‘extraction/production – transportation – consumption’ or ‘Well- to-Tank’) in order to obtain an overall view of their environmental impacts and thus ensure consistency of the means brought to bear in pursuit of the Union’s climate objectives. This regulation should be reviewed in 2027 to incorporate this extended carbon accounting as a new indicator for the reduction of emissions from the sector which is better able to reflect the true carbon balance of passenger cars and light commercial vehicles.
Amendment 44 #
Proposal for a regulation
Recital 8
Recital 8
(8) In order to achieve a reduction in net greenhouse gas emissions of at least 55 % by 2030 compared to 1990, it is necessary to strengthen the reduction requirements set out in Regulation (EU) 2019/631 of the European Parliament and of the Council25 for both passenger cars and light commercial 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. These measures will have cross-sector consequences, so it will be necessary to work together with the industry and the transport sector and to accompany it with social measures in order to achieve an accepted and orderly transition that will allow us to maintain the competitiveness of the sector, the maintenance of jobs with an effort to incorporate women into the sector. _________________ 25Regulation (EU) 2019/631 of the European Parliament and of the Council of 17 April 2019 setting CO2 emission performance standards for new passenger cars and for new light commercial vehicles, and repealing Regulations (EC) No 443/2009 and (EU) No 510/2011 (OJ L 111, 25.4.2019, p. 13).
Amendment 51 #
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 consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. 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. Within the global context, also the EU automotive chain must continue to be a leading actor in the on- going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards aremust remain technology neutral in reaching the fleet- wide targets that they set. Different technologies are andmain and need to remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, can continue to play a role in the transition pathway. running on advanced biofuels or synthetic fuels as defined in Directive (EU) 2018/200111a, that is currently under review, can continue to play a role in the transition pathway. _________________ 1aDirective (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 (OJ L 328, 21.12.2018, p. 82)
Amendment 55 #
Proposal for a regulation
Recital 9 a (new)
Recital 9 a (new)
(9a) While battery-powered electric vehicles have great potential to decarbonise the fleet and should be encouraged, they do not justify abandoning the principle of technological neutrality, and should rather be used in concert with other efficient technologies. It is important to stress that no technology is ‘zero emission’ or without an environmental impact, including this type of vehicle (given the battery’s carbon footprint, the higher weight of vehicles, the origin of the electricity, the extraction of raw materials). In this respect, the risk of supply tensions should be assessed and addressed in order to meet the European demand in a context of increased international pressure to extract the resources needed to manufacture batteries, with projections for battery production increasing twentyfold by 2050. Moreover, the impacts on electricity networks (in terms of decarbonisation, availability, performance and standardisation) or on the rollout of recharging infrastructures (network size correlated with autonomy, high private and public investment requirements) must be considered.
Amendment 57 #
Proposal for a regulation
Recital 9 b (new)
Recital 9 b (new)
(9b) The principle of technological neutrality is fundamental to ensure there is a plurality of solutions, to preserve 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 58 #
Proposal for a regulation
Recital 9 c (new)
Recital 9 c (new)
(9c) To ensure all solutions including renewable fuels will help decarbonise the transport sector now and beyond 2035, there is a need to move beyond the pure Tank-to-Wheel approach in measuring emissions and to consider emissions on a Well-to-Wheel or life cycle assessment basis
Amendment 61 #
Proposal for a regulation
Recital 10
Recital 10
(10) Against that background, new strengthened CO2 emission reduction targets should be set for both new passenger cars and new light commercial vehicles for the period 2030 onwards. Those targets should be set at a level that willrespects the principle of technological neutrality while delivering 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.
Amendment 65 #
Proposal for a regulation
Recital 10 a (new)
Recital 10 a (new)
(10a) The average age of passenger cars and light-duty vehicles has increased in Europe due to COVID and the uncertainty generated by the transition to the technology of the future, leading to an increase in CO2 emissions and a progressive increase in the accident rate which doubles for older cars. In the most recent tests for the European New Car Assessment Programme (Euro NCAP), for passengers in cars rated with five stars, the risk of fatal injury and the risk of serious injury is 68% and 23% lower, respectively, than for passengers in cars rated with two stars. In this sense, for achieving the climate objectives for the year 2030 and 2050 as well as the objectives of the European Union Policy Framework for Road Safety for 2021 . 2030 whose long-term strategic objective of approaching zero deaths and zero serious injuries on EU roads by 2050 ("Vision Zero"), and its medium-term objective of reducing the number of deaths and serious injuries by 50% by 2030 will require replacing old cars with newer, more technologically advanced ones stimulation of demand if case of necessity with renewal schemes that could be partly financed by the European budget and encouragement of the use of high performance tyres should be considered.
Amendment 66 #
Proposal for a regulation
Recital 10 b (new)
Recital 10 b (new)
(10b) The use of high performance tyres should be further encouraged as they reduce energy consumption and emissions (including rolling noise) while maintaining vehicle safety.
Amendment 70 #
Proposal for a regulation
Recital 11
Recital 11
(11) The targets in the revised CO2 performance standards should be accompanied by a European strategy to address the challenges posed by the scale- up of the manufacturing of zero-emission and low-emission vehicles and associated technologies, as well as the need for up- and re-skilling of workers in the sector and the economic diversification and reconversion of activities. Where appropriate, fFinancial support should be consideredtherefore be stepped up at the level of the EU and Member States to crowd in private investment, including via the European Social Fund Plus, the Just Transition Fund, the Innovation Fund, the Recovery and Resilience Facility, the Automotive Sector Support Fund and other instruments of the Multiannual Financial Framework and the Next Generation EU, in line with State aid rules. The revised environmental and energy state aid rules will enable Member States to support business to decarbonize their production processes and adopt greener technologies in the context of the New Industrial Strategy.
Amendment 71 #
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) one of the structural effects of the transition to zero-emission vehicles will be significant job losses in the automotive sector, from manufacturers and their suppliers to ancillary maintenance and repair services. In order to manage the social consequences of the transition, a specific fund to support the sector should be established to help with the requalification, training and retraining of automotive workers, particularly for small and medium-sized enterprises in the sector throughout the value chain. Special attention should be given to women with a view to increasing their participation in the professions in the sector. This fund should be financed by the general budget of the Union and from income from excess emissions premiums
Amendment 73 #
Proposal for a regulation
Recital 11 b (new)
Recital 11 b (new)
(11b) It will not be possible to achieve the long-term goal of entirely decarbonising European mobility without technological innovation and technical progress. With that in mind, and in the face of increased international competition, it is essential that the Union and Member States continue their efforts to explore and develop initiatives that promote the synergies possible in the sector, taking as a model the EU Batteries Alliance, and support public and private investment in European automotive research and innovation in order to maintain European technological leadership in that sector, to develop industrial excellence in the technologies of the future on European soil and to ensure the long-term sustainability of its industrial base, keeping it efficient and competitive on the world market
Amendment 76 #
Proposal for a regulation
Recital 12
Recital 12
(12) The updated New Industrial Strategy26 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 should be developed for the mobility ecosystem to accompany the transition of the automotive value chain. The pathway should take particular heed of SMEs 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. The appropriate actions and incentives at European and national level to boost the affordability of zero emission vehicles should also be addressed in the pathway. The progress made on this comprehensive transition pathway for the mobility ecosystem should be monitored every two years as part of a progress report to be submitted by the Commission, looking inter alia at the progress in the deployment of zero- emission and low-emission vehicles, their price developments, deployment of alternative fuels development and infrastructure roll- out as required under the Alternative Fuels Infrastructure Regulation, the potential of innovative technologies to reach climate neutral mobility, international competitiveness, investments in the automotive value chain, up-skilling and re- skilling of workers and reconversion of activities. The progress report will also build on the two-year progress reports that Member States submit under the Alternative Fuels Infrastructure Regulation. The Commission should consult social partners in the preparation of the progress report, including the results in the social dialogue. Innovations in the automotive supply chain are continuing. Innovative technologies such as the production of advanced biofuels and electro-fuels with air capture, if further developed, could offer prospects for affordable climate neutral mobility. The Commission should therefore keep track of progress in the state of innovation in the sector as part of its progress report. _________________ 26 Commission Communication - Updating the 2020 New Industrial Strategy: Building a stronger Single Market for Europe’s recovery, COM(2021) 350 final of 5 May 2021
Amendment 80 #
Proposal for a regulation
Recital 12 a (new)
Recital 12 a (new)
(12a) It is also essential to ensure the future viability of the European manufacturing industry and to strengthen of the Union's strategic autonomy that the Commission works together with Member States and industrial stakeholders to secure the supply chain in the strategic materials
Amendment 85 #
Proposal for a regulation
Recital 13
Recital 13
(13) Those EU fleet-wide targets are to be complemented by the necessary roll-out of recharging and refuelling infrastructure as set out in Directive 2014/94/EU of the European Parliament and of the Council27 as well as through ambitious targets for the deployment of private charging points in buildings Directive 2010/31/EU of the European Parliament and of the Council27a. _________________ 27 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307 28.10.2014, p. 1). 27aDirective 2010/31/EU of the European Parliament and of the Council of 19 May 2010 on the energy performance of buildings (OJ L 153, 18.6.2010, p. 13)
Amendment 87 #
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) The rollout of sufficient charging and refuelling infrastructure for alternative fuels is an essential prerequisite for the development of the market for zero- and low-emission vehicles and, therefore, for the success of this Regulation; thus, any increase in this regulation’s emission-reduction targets, including on interim objectives, should go hand-in-hand with an increase in rollout targets set as part of the revision of the Directive on the deployment of alternative fuels infrastructure; in this connection, it is vital that investment in its deployment should be continued and increased. The Member States should be provided with sufficient support and help to achieve this objective due to their significant investment needs in a decade in which their tax losses and transfers of tax revenues towards alternative fuels will increase. In this context, it is important to underline that the issue of refuelling is intrinsically linked to the very autonomy of vehicles, that, the more the latter increases, the less frequent refuelling will need to be – and that the Commission should therefore take account of technological developments, in particular with regard to the autonomy of batteries, which affect the deployment of infrastructure
Amendment 90 #
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. It is therefore appropriate to maintain the approach of decreasing target levels in five-year steps. In order to ensure the effectiveness of the measures adopted in this Regulation taking into account the evolution of the sector and the behaviour of the public, a review of this Regulation shall be carried out in 2027.
Amendment 117 #
Proposal for a regulation
Recital 23
Recital 23
(23) The progress made under Regulation (EU) 2019/631 towards achieving the reduction objectives set for 2030 and beyond should be reviewed in 20267. For this review, all aspects considered in the two yearly reporting should be considered.
Amendment 123 #
Proposal for a regulation
Recital 24
Recital 24
(24) The possibility to assign the revenue from the excess emission premiums to a specific fund or relevant programme has been evaluated as required pursuant to Article 15(5) of Regulation (EU) 2019/631, 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 is therefore to continue to be considered as revenue for the general budget of the Union in accordance with Article 8(4) of Regulation (EU) 2019/631should be targeted in order to contribute to the transition of the sector.
Amendment 126 #
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25a) In determining the average specific emissions of CO2 for all the new passenger cars and new light commercial vehicles registered in the Union for which manufacturers are responsible, all passenger cars and light commercial vehicles should be taken into account irrespective of their mass or other characteristics, as the case may be. Notwithstanding the aforementioned, recognizing the low life-cycle emissions of biomethane and its potential to provide cost-effective CO2 emission reductions, certain number of clearly defined mono fuel new passenger cars and vans would be excluded in determining the average specific emissions of CO2 for all the new cars and vans in a transition period. Although Regulation (EC) No 715/2007 does not cover passenger cars and light commercial vehicles with a reference mass exceeding 2 610 kg and to which type-approval is not extended in accordance with Article 2(2) of that Regulation, the emissions for these vehicles should be measured in accordance with the same measurement procedures as specified pursuant to Regulation (EC) No 715/2007, notably the procedures set out in Commission Regulation (EC) No 692/2008 (14) and in Regulation (EU) 2017/1151,and the correlation procedures adopted on the basis of Regulations (EC) No443/2009 and (EU) No 510/2011, in particular Implementing Regulations (EU)2017/1152 and (EU) 2017/1153. The resulting CO2 emission values should be entered in the certificate of conformity of the vehicle in order to enable their inclusion in the monitoring scheme;
Amendment 175 #
Proposal for a regulation
Article 1 – paragraph 1 – point 1 a (new)
Article 1 – paragraph 1 – point 1 a (new)
Regulation (EU) 2019/631
Article 1 – paragraph 3 a new
Article 1 – paragraph 3 a new
(1a) -a) the following paragraph is inserted: ‘This Regulation shall be reviewed by 31 December 2027 and supplemented by additional measures to include, in addition to exhaust emissions, the overall carbon balance of the vehicle and fuel used, based on the methodologies set out in Article 7(10) and Article 12(3a), with a view to ensuring that emissions from the sector are in line with the Union's target of carbon neutrality.’
Amendment 177 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a a (new)
Article 1 – paragraph 1 – point 3 – point a a (new)
Regulation (EU) 2019/631
Article 3 – paragraph 1 – point a – point aa (new)
Article 3 – paragraph 1 – point a – point aa (new)
(aa) a new definition is introduced: ‘n (a) ‘plug-in hybrid electric vehicle’ (PHEV): a vehicle powered by a combination of an electric motor with a rechargeable battery and an internal combustion engine, which may operate together or separately.’
Amendment 178 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a b (new)
Article 1 – paragraph 1 – point 3 – point a b (new)
Regulation (EU) 2019/631
Article 3 – paragraph 1 –point a – point ab (new)
Article 3 – paragraph 1 –point a – point ab (new)
(ab) a new definition is introduced: "n (b) "gas fuelled vehicle' means a vehicle which satisfies the criteria for mono fuel gas vehicle as defined in Article 2 of Regulation (EU) 2017/1151, excluding vehicles that run on LPG or hydrogen"
Amendment 181 #
Proposal for a regulation
Article 1 – paragraph 1 – point 3 a (new)
Article 1 – paragraph 1 – point 3 a (new)
Regulation (EU) 2019/631
Article 3 – paragraph 1 – point m
Article 3 – paragraph 1 – point m
In paragraph 1, point (m) is replaced by the following: (m) ‘zero- and low-emission vehicle’ means a passenger car or a light commercial vehicle with tailpipe emissions from zero up to 50 g CO2/km, as determincalculated ion accordance with Regulation (EU) 2017/1151; well-to-wheel approach;" Or. en (Document 32019R0631)
Amendment 187 #
Proposal for a regulation
Article 1 – paragraph 1 – point 4 a (new)
Article 1 – paragraph 1 – point 4 a (new)
Regulation (EU) 2019/631
Article 4 – paragraph 3
Article 4 – paragraph 3
Amendment 191 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 a (new)
Article 1 – paragraph 1 – point 5 a (new)
Regulation (EU) 2019/631
Article 7 – paragraph 10
Article 7 – paragraph 10
(5a) (aa) paragraph 10 is replaced by the following: ‘10. The Commission shall draw up, no later than 2023 evaluate the possibility of developing31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life- cycle CO2 emissions of passenger cars and light commercial vehicles that are placed on the EUnion market. The Commission shall transmit to the European Parliament and to the Council that evaluationmethodology, including, where appropriate, proposals for follow-up measures, such as legislative proposals. Or. en(Regulation (EU) 2019/631)
Amendment 194 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 b (new)
Article 1 – paragraph 1 – point 5 b (new)
Regulation (EU) 2019/631
Article 7 – paragraph 10 a new
Article 7 – paragraph 10 a new
(5b) (ab) the following paragraph is inserted: ‘10a. From 1 January 2024 onwards, manufacturers may, on a voluntary basis, submit the life cycle CO2 emissions data for passenger cars and light commercial vehicles on the EU market referred to in paragraph 10 to the competent authorities referred to in paragraph 6 and to the Member States, which shall then submit them to the Commission in accordance with paragraph 2. From 1 January 2028 onwards, this data shall be incorporated into the information listed in Part A of Annexes II and III;’
Amendment 196 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 c (new)
Article 1 – paragraph 1 – point 5 c (new)
Regulation (EU) 2019/631
Article 8 – paragraph 5 a new
Article 8 – paragraph 5 a new
(5c) The Commission in cooperation with Member States will develop programmes to incentivise the replacement of older vehicles with new technologies and low emission vehicles by stimulating demand through renewal schemes that will be partly financed by the European budget and by encouraging the use of high performance tyres.
Amendment 197 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 d (new)
Article 1 – paragraph 1 – point 5 d (new)
Regulation (EU) 2019/631
Article 8 – paragraph 4
Article 8 – paragraph 4
"(5a) Article 8(4) is replaced by the following ‘4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union allocated to a support fund dedicated to the automotive sector, including car manufacturers, their component suppliers and ancillary maintenance and repair services. The purpose of the fund shall be to retrain workers, particularly for small and medium-sized enterprises and boosting the incorporation of women in the sector with a view to ensuring a just transition towards a carbon-neutral economy." Or. en (Document 32019R0631)
Amendment 198 #
Proposal for a regulation
Article 1 – paragraph 1 – point 5 e (new)
Article 1 – paragraph 1 – point 5 e (new)
Regulation (EU) 2019/631
Article 8 a ( new)
Article 8 a ( new)
(5e) 5b. The following Article is inserted: ‘Article 8 a Establishment of a support fund 1. This regulation establishes the Automotive Sector Support Fund (ASSF) to lend support to that sector, which is facing serious socio-economic challenges deriving from the transition process towards a climate-neutral EU economy by 2050. The measures and investments supported by ASSF shall benefit workers in the automotive sector, which includes car manufacturers, their component suppliers and ancillary maintenance and repair sectors. 2. The ASSF shall support the Investment for jobs and growth goal in all Member States. It shall lend support to the Member States for the purposes of funding measures and investments to address the economic and social consequences of the transition, in particular the expected retraining and job losses in the automotive sector, including in small and medium-sized enterprises. 3. The resources allocated to the ASSF as part of efforts to meet the goal of ‘Investment for jobs and growth’ shall come from the Union budget and income from the excess emissions premium, as defined in Article 8 of this Regulation. 4. In accordance with paragraph 1, the ASSF shall exclusively support the following activities: (a) worker retraining; (b) jobseeker assistance for job searches and active inclusion; (c) investment in converting Europe’s industrial fabric’
Amendment 206 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EU) 2019/631
Article 12 – paragraph 3 a (new)
Article 12 – paragraph 3 a (new)
(6a) 6a. in Article 12, the following paragraph is inserted: ‘3a. ‘The Commission shall draw up, no later than 31 December 2023, a common Union methodology for the assessment and the consistent data reporting of the full life-cycle CO2 emissions of fuels and energy consumed by vehicles on the EU market.’
Amendment 208 #
Proposal for a regulation
Article 1 – paragraph 1 – point 6 b (new)
Article 1 – paragraph 1 – point 6 b (new)
Regulation (EU) 2019/631
Article 11 a new
Article 11 a new
(6b) The following Article is inserted: "Article 11a Use of synthetic and alternative fuels 1. Upon application by a manufacturer, CO2 savings achieved through the use of synthetic and advanced alternative fuels (hereinafter “alternative fuels”) shall be considered to reduce the average specific emissions of CO2 of a manufacturer in accordance with paragraphs 2 and 3 of this Article. 2. In alternative of being included in a manufacturer’s average specific CO2 emissions as referred to in paragraph 1 of this Article, CO2 savings achieved through the use of alternative fuels may be allocated to individual vehicles which are technically capable of using the credited alternative fuel in accordance with Regulation (EC) 715/2007. 3. Each Member State shall record for each calendar year the quantities of alternative fuels placed on the market by a manufacturer, or the quantities of alternative fuels allocated to a manufacturer, and shall provide appropriate certification of these quantities and the resulting CO2 savings by correspondingly applying the certification and documentation procedure laid down in Directive (EU) 2018/2001. The Member States shall ensure that credits are issued only for quantities that meet the requirements of Directive (EU) 2018/2001 and where it is ensured that no simultaneous allocation takes place against the reduction targets set out in Article 25(1) of Directive (EU) 2018/2001. The credits must indicate the issuing Member State, their period of validity, and the quantity and type of alternative fuel for which they were issued. The credits must be tradable. With a view to minimising the risk of single quantities being claimed more than once in the Union, Member States and the Commission shall strengthen cooperation among national systems, including, where appropriate, the exchange of data. Where the competent authority of one Member State suspects or detects a fraud, it shall, where appropriate, inform the other Member States. 4. The amount of the savings referred to in paragraphs 1 and 2 shall be calculated in accordance with Annex I, Part C.’
Amendment 218 #
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14 a – paragraph 1
Article 14 a – paragraph 1
By 31 December 2025, and every two years thereafter, the Commission shall report on the progress towards zero emission road mobility. The report shall assess and ascertain whether this regulation needs to be modified to take a more holistic and comprehensive approach to emissions, on the basis of the methodologies set out in Articles 7(10) and 12(3a). The report shall in particular monitor and assess the need for possible additional measures to facilitate the transition, including through financial means.
Amendment 225 #
Proposal for a regulation
Article 1 – paragraph 1 – point 9
Article 1 – paragraph 1 – point 9
Regulation (EU) 2019/631
Article 14a – paragraph 2
Article 14a – paragraph 2
In the reporting, the Commission shall consider all factors that contribute to a cost-efficient progress towards climate neutrality by 2050. This includes the deployment of zero- and low-emission vehicles, the transition from a purely exhaust-emissions-based to a holistic life- cycle-analysis-based approach to emissions, the threshold of grams of CO2 used for defining what constitutes a low- emission vehicle and, if necessary, the revision thereof, progress in achieving the targets for the roll-out of recharging and refuelling infrastructure as required under the Alternative Fuels Infrastructure Regulation, the potential contribution of innovation technologies and sustainable alternative fuels to reach climate neutral mobility, impact on consumers, progress in social dialogue as well as aspects to further facilitate an economically viable and socially fair transition towards zero emission road mobility.;
Amendment 231 #
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation (EU) 2019/631
Article 15 – paragraph 1 – subparagraph 1
Article 15 – paragraph 1 – subparagraph 1
1. The Commission shall, in 20287, review the effectiveness and impact of this Regulation, building on the two yearly reporting, and submit a report to the European Parliament and to the Council with the result of the review.
Amendment 235 #
Proposal for a regulation
Article 1 – paragraph 1 – point 10 – point a
Article 1 – paragraph 1 – point 10 – point a
Regulation (EU) 2019/631
Article 15 – paragraph 1 – subparagraph 2
Article 15 – paragraph 1 – subparagraph 2
The report shall, where appropriate, be accompanied by a proposal for amending this Regulation.
Amendment 393 #
Proposal for a regulation
Annex I – paragraph 1 – point 3 (new)
Annex I – paragraph 1 – point 3 (new)
Regulation (EU) 2019/631
Annex I – Part C – point (new)
Annex I – Part C – point (new)
In Annex 1 , the following, new Part C is added: “PART C Calculation of the CO2 savings achieved through the use of alternative fuels pursuant to Art. 11a The total (origin) of all CO2 savings credits (credit total) in g in year t pursuant to Art. 11a shall be calculated using the formula: credittotal,t = ∑𝒌(𝒇𝒖𝒆𝒍𝒌,𝒕 × 𝑪𝑶𝟐𝒓𝒆𝒇 × 𝑪𝑶𝟐𝒔𝒂𝒗𝒊𝒏𝒈𝒌) + bankingt-1 The total (usage) of all CO2 savings credits is also calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount in g credited in year t to the specific average emissions in accordance with Article 11a(1) (reduction amount fleet) shall be calculated using the formula: credittotal,t = creditfleet,t + ∑𝒋𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 + bankingt The CO2 reduction amount credited in year t to an individual vehicle “j” in accordance with Article 11a(2) (reduction amountvehicle,j,t) shall be calculated using the formula: 𝒄𝒓𝒆𝒅𝒊𝒕𝒗𝒆𝒉𝒊𝒄𝒍𝒆,𝒋,𝒕 reduction amountvehicle,j,t = 𝒎𝒊𝒍𝒆𝒂𝒈𝒆 Where: ∑𝒌(.) Total of all alternative fuels placed on the market across all fuel types ∑𝒋(.) Total of all CO2 reductions credited to individual vehicles pursuant to Article 11a(2) fuelk,t Contributed or allocated quantity in MJ of an alternative fuel k placed on the market in year t CO2ref CO2 emission comparator for fossil fuels in g/MJ pursuant to Directive (EU) 2018/2001 CO2savingk Greenhouse gas emissions saving of each alternative fuel pursuant Directive (EU) 2018/2001 in comparison to fossil fuels in % bankingt Alternative fuels credits not used and transferred by a manufacturer in year t creditfleet,t Total emission reduction credits in g CO2 credited in year t pursuant to Article 11a(1) creditvehicle,j,t Emission reductions in g CO2 credited to vehicle j in year t pursuant to Article 11a(2) mileage Average expected lifetime distance driven in km of a manufacturer’s newly registered vehicle. According to historical values 180,000 km can be used. This is in line with the Report for the European Commission by Ricardo-AEA (Ref: Ares (2014)2298698) the average diesel car lifetime mileage is approximately 208,000 km while petrol lifetime mileages fluctuate between 160,000 and 170,000 km. Diesel cars accounted for approx. 35% of new passenger cars in 2018. vehiclest Number of vehicles registered by a manufacturer in year t “