29 Amendments of Margrete AUKEN related to 2021/2046(INI)
Amendment 2 #
Draft opinion
Recital -A (new)
Recital -A (new)
-A. whereas transport is so far the only sector at EU level in which GHG emissions have risen since 1990; whereas achieving net-zero GHG emissions by 2050 at the latest as laid out in the European Climate Law requires all sectors to swiftly reduce their emissions to close to zero;
Amendment 5 #
Draft opinion
Recital A
Recital A
A. whereas an ambitious sustainable and smart mobility strategy must promote the reduction of thdrastically reduce greenhouse gas (GHG) emissions associated with the sector and reduce itcross all transport modes, including international aviation and shipping, and fully contribute to achieving Europe's Zero Pollution objective, thereby substantially reducing the sector's overall environmental impact, while ensurmaking that people’s needs are catered fore EU transport system socially just, more accessible and affordable, and helping to achieve sustainable development and economic, social and territorial cohesion;
Amendment 51 #
Draft opinion
Paragraph 1
Paragraph 1
1. Takes note of the Commission’s communication entitled ‘Sustainable and Smart Mobility Strategy – putting European transport on track for the future’ and points out shortcomings that need to be overcome; stresses that the sdector's potential arbonisation of the transport sector reduce its emissions is greatly dependent on investment in environmentally sustainable public transport systems, which must give rise to a paradigm shift in mobility, which is overly focused on individual transportquires prioritising a modal shift towards more sustainable transport modes, including greater investment in environmentally sustainable public transport systems, switching the focus away from individual transport, as well as investments in zero-emission powertrains and related infrastructures;
Amendment 59 #
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Welcomes the strategy’s intention to employ energy efficiency as a criterion for prioritising choices of suitable technologies looking at the whole life- cycle; calls therefore for measures to unlock the potential of the energy efficiency first principle in any relevant legislation, in particular by promoting zero-emission mobility based on a cascading priority for energy efficiency and savings first, in particular through modal shift towards more sustainable modes of transport, followed by direct renewable electrification and finally by the uptake of sustainable renewables- based fuels only for those applications where direct renewable electrification is not yet feasible;
Amendment 67 #
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Highlights that beyond the development and the uptake of zero- emissions technologies according to the energy efficiency first principle, significant behavioural changes in transport and mobility uses are necessary to ensure modal shifts; for instance promoting collective and or soft mobility such as biking, walking, public transport, shared mobility for daily travels and trains for longer distance travel are key; equally, multi-modal travelling should be actively promoted such as the possibility of bringing bicycles on urban, regional and long-distance trains and public transport; regrets that the strategy does not devote enough attention to the above and calls on the Commission to operationalise these elements in the strategy and its planned policy actions;
Amendment 74 #
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1c. Stresses the need to substantially increase the ambition of the CO2 standards for cars and vans, in particular raising the 2025 target, adding an additional 2027target, and setting 2030 as the end-date by which all new cars and vans put on the EU market should be zero-emissions; stresses that only a 2030 zero-emission target for new cars and vans would bring CO2emissions of the overall EU fleet of cars & vans close to zero by 2050 (i.e. 97% reduction compared to 2020)1a,as required by the EU climate-neutrality objective; _________________ 1aICCT(2021). The role of the European Union’s vehicle CO2 standards in achieving the European Green Deal.
Amendment 76 #
Draft opinion
Paragraph 1 d (new)
Paragraph 1 d (new)
1d. Recalls that air pollution is responsible for around 400 000 premature deaths per year in the EU, to which road transport is a large contributor due to the attributed emissions of NOx and particular matters; urges therefore the Commission to deliver on the Zero Pollution objective of the EU Green Deal and to develop stringent Euro 7/VII emissions standards for air pollutants that pave the way towards zero emissions; underlines that those standards should be extended to all pollutants, including smaller particles and ammonia as well as non-exhaust pollutants from brakes and tires; stresses that new test procedures must ensure that emission limits apply under all possible driving conditions to ensure their full accuracy and effectiveness and finally end all existing loopholes;
Amendment 80 #
Draft opinion
Paragraph 1 e (new)
Paragraph 1 e (new)
Amendment 82 #
Draft opinion
Paragraph 1 f (new)
Paragraph 1 f (new)
1f. Is alarmed by the fact that average emissions from new passenger cars have increased every year since 2017, mostly due to the surge of Sport Utility Vehicles (SUVs) perversely incentivised by the mass adjustment factor; urges therefore the Commission to remove the mass adjustment factor in the upcoming revision of the CO2 standards for cars and vans; calls on the Commission and Member States to impose a minimum mandatory surcharge on heavy private vehicles such as SUVs at the point of sale based on tonnage due to the greater threat to road safety posed by such vehicles as well as their increased emissions and use of materials needed for their production;
Amendment 84 #
Draft opinion
Paragraph 1 g (new)
Paragraph 1 g (new)
1g. Is concerned by recent analysis suggesting that plug-in hybrid cars (PHEVs) emit 2to 4 times more than what is announced by manufacturers; believes incentives should only be targeted towards future-proof technologies that reliably contribute to reaching zero-emission mobility; asks therefore the Commission to ensure that only fully battery-electric vehicles can be rewarded in the upcoming revision of the CO2 standards for cars and vans;
Amendment 86 #
Draft opinion
Paragraph 1 h (new)
Paragraph 1 h (new)
1h. Highlights that the overall energy efficiency of battery-electric vehicles is 4 to 7 times higher than vehicles fuelled with e-fuels; believes therefore that introducing credit schemes incentivising e-fuels for cars and vans would run counter to the energy efficiency first principle and waste considerable electrolysis capacities that are urgently needed to decarbonise other sectors such as the heavy industry;
Amendment 88 #
Draft opinion
Paragraph 1 i (new)
Paragraph 1 i (new)
1i. Underlines the fact that corporate vehicle fleets (of both passenger vehicles and vans)across the EU account for 20% of total light and heavy-duty vehicles, but are responsible for half the emissions from road transport; calls on the Commission to propose a new Zero Emission Fleets Regulation mandating any company with a fleet size of 10 vehicles or more to acquire only zero- emission vehicles as of2025 and transition towards a 100% zero-emission fleet by 2030 at the latest; urges the Commission to also revise the Clean Vehicles Directive to put it inline with the EU’s new climate ambition;
Amendment 90 #
Draft opinion
Paragraph 1 j (new)
Paragraph 1 j (new)
1j. Notes that the replacement of all existing vehicles with zero-emission vehicles also raises its own challenges in terms of sustainable sourcing and recyclability of batteries, as well as continued serious congestion and road safety issues; recommends therefore that the absolute priority of the EU should be modal shift and public transport rather than policies that foster private car ownership; stresses, at the same time, the need to ensure sustainable and ethical sourcing of raw materials, eco-design and enhanced recycling schemes for batteries in the new EU Batteries Regulation;
Amendment 92 #
Draft opinion
Paragraph 1 k (new)
Paragraph 1 k (new)
1k. Highlights the importance of the EU heavy-duty vehicle CO2 targets (Regulation(EU) 2019/1242) in reducing CO2 emissions and promoting the production and uptake of zero-emission vehicles in these segments; underlines the necessity to significantly increase the regulatory ambition in the upcoming review of the Regulation in 2022, in particular by increasing the 2030 target and set additional targets to put heavy transport on a pathway contributing to the EU climate-neutrality objective, and by introducing ambitious standards for buses, coaches and vocational vehicles;
Amendment 93 #
Draft opinion
Paragraph 1 l (new)
Paragraph 1 l (new)
1l. Welcomes the commitment expressed in the Strategy for urgent action to significantly reduce emissions from maritime and aviation; recalls that the measures envisaged by the International Maritime Organisation (IMO) and the International Civil Aviation Organisation (ICAO), even if implemented in full, would fall short of the necessary emissions reduction consistent with the EU climate-neutrality objective;
Amendment 94 #
Draft opinion
Paragraph 1 m (new)
Paragraph 1 m (new)
1m. Calls for an ambitious strengthening of the EU ETS to curb aviation emissions, in particular by aligning the aviation cap with the overall ETS cap and phasing-out free allowances for intra-EU flights; recalls that international offset credits are no longer accepted for compliance as part of the EU ETS and maintains that this should remain in the future, including for addressing emissions from international aviation; stresses that any amendment of the ETS Directive should only be undertaken if it is consistent with the EU economy-wide GHG emission reduction commitment;
Amendment 95 #
Draft opinion
Paragraph 1 n (new)
Paragraph 1 n (new)
1n. Expects the Commission to present an ambitious legislative proposal to extend the EU ETS to all maritime emissions covered by the EU MRV Regulation as requested by the European Parliament1a;insists further on complementary proposals to rapidly reduce emissions from the maritime sector such as ambitious and binding emissions efficiency standards and binding requirements to ensure zero pollution of ships at berth in EU ports; _________________ 1a Texts adopted, P9_TA(2020)0219.
Amendment 96 #
Draft opinion
Paragraph 1 o (new)
Paragraph 1 o (new)
1o. Stresses that CO2 is not the only greenhouse gas harming the climate and that additional EU regulatory measures should be taken to address rising methane and black carbon emissions from shipping;
Amendment 97 #
Draft opinion
Paragraph 1 p (new)
Paragraph 1 p (new)
1p. Calls on the Commission to provide incentives for, and support research into the development of alternative propulsion systems that use direct renewable electricity or alternative zero-emission propulsion systems like wind-assisted propulsion for shipping, as well as renewable zero-emission fuels for long-distance transport in the maritime and aviation sectors where direct electrification is not yet possible; highlights the great potential of operational measures such as slow steaming in reducing shipping emissions; stresses that goal-based carbon and energy intensity standards are the most efficient tool to incentivise both technical and operational measures to reduce shipping emissions;
Amendment 98 #
Draft opinion
Paragraph 1 q (new)
Paragraph 1 q (new)
1q. Welcomes the announced proposals on sustainable fuels for aviation and maritime; underlines that these proposals should apply both to intra-EEA and international voyages, and focus on the uptake of hydrogen and ammonia produced from additional renewable energy and clearly exclude crop-based biofuels and alternative fuels produced from feedstocks that cannot be locally sourced in a sustainable way or do not fully respect the waste hierarchy;
Amendment 99 #
Draft opinion
Paragraph 1 r (new)
Paragraph 1 r (new)
1r. Deplores that low-carbon fuels are referenced throughout the Sustainable and Smart Mobility Strategy and that measures to promote them are foreseen, especially in relation to the revision of the Renewable Energy Directive; urges the Commission to safeguard the scope of that Directive which is to promote sustainable renewable energy and not, whether directly or indirectly, energy from fossil or nuclear sources; in this context, calls also for the deletion of the recycled Carbon Fuels(RCFs) from the renewable transport targets;
Amendment 100 #
Draft opinion
Paragraph 1 s (new)
Paragraph 1 s (new)
1s. Calls on the Commission to conduct a comprehensive assessment of options for the greater uptake of renewables-based alternative fuels, such as advanced biofuels, renewable hydrogen, ammonia and e-kerosene, and associated infrastructure development in the EU, only in those transport applications and hard-to-abate sectors where renewables-based electrification or other cost-effective technical alternatives for achieving zero-emissions are not available, such as the aviation and the maritime sectors, as part of the review of RED II;
Amendment 101 #
Draft opinion
Paragraph 1 t (new)
Paragraph 1 t (new)
1t. Fully rejects all unsustainable or low-carbon fuels such as non-renewable hydrogen, biofuels, LNG and CNG as fuels for the transport sector given their negative impact on the environment; views such investments as funding for stranded assets and rejects their inclusion in the revision of the Alternative Fuels Infrastructure Directive; notes that the International Energy Agency has stated that in order to reach carbon neutrality by 2050 there should be no new oil, fossil gas and coal projects;
Amendment 102 #
Draft opinion
Paragraph 1 u (new)
Paragraph 1 u (new)
1u. Strongly supports the strategy’s intention to end fossil-fuels subsidies; calls, in this regard, for immediately ending tax exemptions for kerosene and maritime fuels in the upcoming revision of the Energy Taxation Directive;
Amendment 103 #
Draft opinion
Paragraph 1 v (new)
Paragraph 1 v (new)
1v. Calls on the Commission to revise its state aid guidelines to allow Member States to only promote truly sustainable transport modes; in this regard believes that state aid guidelines for airlines and airports must be aligned to the European Green Deal in order to ensure that aid is conditional upon greater sustainability efforts, elimination of short and medium haul flights where sustainable alternatives exist, and the protection of workers’ rights; regrets that state aid provided since the start of Covid-19has not been subject to such provisions;
Amendment 104 #
Draft opinion
Paragraph 1 w (new)
Paragraph 1 w (new)
1w. Believes the revision of the trans- European transport network guidelines should establish as its main priority comprehensive modal shift towards sustainable transport modes in order to guarantee greater access to sustainable transport;
Amendment 112 #
Draft opinion
Paragraph 2
Paragraph 2
2. Takes the view that a sustainable mobility strategy must encompass all methodes of transport, increasing the modal share of the most sustainable means of transport, as well as the different levels of travel – local, regional, national and international – and should be inextricably linked to suitable spatial planning and land use; underlines the particular challenges of mobility in urban areas and advocates a public transport pricing policy that incentivises greater use thereof;
Amendment 168 #
Draft opinion
Paragraph 4
Paragraph 4
4. Advocates that the objective of global emissions reduction in the transport sector should be grounded in a regulatory approach that is no longer exclusively focused on mrelies on ambitious and binding emissions standards across all transport modes, as well as ambitious Member States' tarkget-based instrumentss through the Effort Sharing Regulation, makesing each economic agent responsible and pavesing the way for the rapid dissemination of the best available technologies.
Amendment 177 #
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Stresses that the social dimension of an inclusive, non-discriminatory, fully accessible and affordable transport policy is key to ensure the success of the strategy; welcomes the flagship initiative dedicated to making mobility fair and just for all; points to the need of swiftly applying equality mainstreaming to transport and mobility policies at EU, national and local level not only to increase the gender diversity and inclusivity in transport-related industries, but also to ensure that gender and diversity perspectives are fully integrated in any infrastructure, mobility and public service planning;