48 Amendments of Kathleen VAN BREMPT related to 2017/0293(COD)
Amendment 37 #
Proposal for a regulation
Recital 3
Recital 3
(3) The European Strategy for Low- Emission Mobility16 sets a clear ambition: by mid-century, greenhouse gas emissions from transport will need to be at least 60% lower than in 1990 and be firmly on the path towards zero. Emissions of air pollutants from transport that harm our health need to be drastically reduced without delay. Emissions from conventional combustion engines will need to further reduce after 2020. Zero- and low emission vehicles will need to be deployed and gain significant market share by 2030. In order to meet the EU's commitments of the 21st Conference of the Parties to the United Nations Framework Convention on Climate Change (UNFCC), held in Paris in 2015, the decarbonisation of the transport sector must be accelerated and greenhouse gas emissions from passenger cars and light commercial vehicles should be firmly on the path towards zero- emission by mid-century. __________________ 16 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions A European Strategy for Low-Emission Mobility (COM(2016) 501 final).
Amendment 54 #
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 2025 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 and longer-term climate goals. 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 59 #
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) In its recommendation20a following the inquiry into emission measurements in the automotive sector, the European Parliament "calls on the Commission (...) to come forward with a draft regulation on CO2 standards for the car fleets coming onto the market from 2025 onwards, with the inclusion of Zero- Emission Vehicles (ZEV) and ULEV mandates that impose a stepwise increasing share of zero- and ultra-low- emission vehicles in the total fleet with the aim of phasing out new CO2-emitting cars by 2035". If we want to fully decarbonise the transport sector by 2050 - needed to meet our climate goals - new passenger cars and light commercial vehicles sold from 2035 onwards need indeed to be zero emission, taking into account the fleet renewal rates and the average lifetime of vehicles on the EU market of 15 years. __________________ 20aEuropean 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 61 #
Proposal for a regulation
Recital 14
Recital 14
(14) While the Union is among the world's major producers of motor vehicles and demonstrates technological leadership in this sector, competition is increasing and the global automotive sector is changing rapidly through new innovations in electrified powertrains, and cooperative, connected and automated mobility. In order to retain its global competitiveness and access to markets, and to create the needed security for investors in the supply chains of the new technologies, the Union needs a regulatory framework, including a particular incentivguaranteed minimal uptake in the area of zero- and low-emission vehicles, which creates a large home market and supports technological development and innovation.
Amendment 66 #
Proposal for a regulation
Recital 15
Recital 15
(15) A dedicated incentive mechanismguaranteed minimum share of zero- and low-emission vehicles in the newly sold EU vehicle fleet should be introduced to facilitate a smooth transition towards zero-emission mobility. This crediting mechanismminimum share should be designed so as to promote the deployment on the Union market of zero- and low- emission vehicles.
Amendment 71 #
Proposal for a regulation
Recital 16
Recital 16
(16) Setting a benchmark for theinding step-wise increasing minimum share of zero- and low-emission vehicles in the EU fleet together with a well-designed mechanism for adjusting a manufacturer's specific CO2 target based on the share of zero- and low-emission vehicles in thein the form of minimum quota of tradable and exchangeable ZLEV certificates that car manufacturer's own fleethave to turn in, should provide a strong and credible signal for the development and deployment of such vehicles, also by new entrants with only electrified powertrains, while still allowing for the further improvement of the efficiency of the conventional internal combustion engines.
Amendment 73 #
Proposal for a regulation
Recital 17
Recital 17
Amendment 82 #
Proposal for a regulation
Recital 18
Recital 18
(18) The legislative framework for implementing the average new car and light commercial vehicle fleet target should ensure competitively neutral, socially equitable and sustainable reduction targets which take account of the diversity of European automobile manufacturers and avoid any unjustified distortion of competition between them, whilst giving fair chances to new entrants.
Amendment 84 #
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 parameter is considered coherent with the existing regime. In order to better reflect the mass of vehicles used on the road, the parameter should be changed from mass in running order to the vehicle's test mass as specified in Regulation (EU) 2017/1151 of 1 June 2017 with effect from 2025A mass utility parameter may lead to over-rewarding heavier cars, whilst technology is available to decouple CO2 emissions from the mass of a car. Therefore, and in order to allow for the environmental and other benefits of down-sizing and light weighting to be captured, CO2 targets for passenger cars should no longer be differentiated by vehicle mass. As the emission targets for 2025 and 2030 are in relative percentage terms, it is appropriate not to include any utility parameter.
Amendment 87 #
Proposal for a regulation
Recital 20
Recital 20
Amendment 89 #
Proposal for a regulation
Recital 21
Recital 21
(21) In order to distribute the emission reduction effort in a competitively neutral and fair way that reflects the diversity of the market for passenger cars and light commercial vehicles, and in view of the change in 2021 to WLTP-based specific emission targets, it is appropriate to determine the slope of the limit value curve on the basis of the specific emissions of all newly registered vehicles in that year, and to take into account the change in the EU fleet-wide targets between 2021, 2025 and 2030 with a view to ensuring an equal reduction effort of all manufacturers. With regard to light commercial vehicles, the same approach as that for car manufacturers should apply to manufacturers of lighter, car derived, vans, while for manufacturers of vehicles falling within the heavier segments, a higher and fixed slope should be set for the whole target perio, an equal reduction effort of all manufacturers should be ensured.
Amendment 97 #
Proposal for a regulation
Recital 23
Recital 23
(23) A balance should however be ensured between incentives given to eco- innovations and those technologies for which the emission reduction effect is demonstrated on the official test procedure. As a consequence, it is appropriate to maintain a cap on the eco-innovation savings that a manufacturer may take into account for target compliance purposes. The Commission should have the possibility to review the level of the cap downwards, in particular, to take into account the effects of the change in the official test procedure. It is also appropriate to clarify how the savings should be calculated for target compliance purposes.
Amendment 101 #
Proposal for a regulation
Recital 27
Recital 27
Amendment 103 #
Proposal for a regulation
Recital 28
Recital 28
(28) The procedure for granting derogations from the 95 g CO2/km fleet target to niche car manufacturers ensures that the reduction effort required by niche manufacturers is consistent with that of large volume manufacturers with regard to that target., However, eExperience shows that niche manufacturers have the same potential as large manufacturers to meet the CO2 targets and with regard to the targets set from 2025 onwards. Therefore, it is not considered appropriate to distinguish between those two categories of manufacturers.
Amendment 106 #
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 UnionLikewise, manufacturers that didn't turn in the minimum quota on ZLEV certificates should pay a ZLEV-penalty with respect to each calendar year. The revenues from the collected excess emissions premiums and ZLEV penalties should be earmarked to co-finance targeted programs for redeployment, re- skilling and up-skilling of workers in the automotive industry and programs for the further deployment of recharging infrastructure.
Amendment 114 #
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 powers to ensure the public availability of such data, and, where necessary, develop the procedures needed for identifying and collecting the data required for performing such assessments. Based on this data, the Commission should calculate and publish each year a specific real-world exceedance factor for each manufacturer that reflects the difference between the averaged real- world CO2 emissions of its newly registered vehicles in a certain year and the type approved values. The real world exceedance factors should be used to adjust the specific emission targets for each manufacturer. __________________ 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 128 #
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
1. This Regulation establishes CO2 emissions performance requirements for new passenger cars and for new light commercial vehicles in order to ensure the achievement of the Union's climate targets, the improvement of the innovativeness and competitiveness of the European economy and the proper functioning of the internal market .
Amendment 136 #
Proposal for a regulation
Article 1 – paragraph 4 – introductory part
Article 1 – paragraph 4 – introductory part
4. From 1 January 2025 the following EU fleet-wide and manufacturers targets shall apply:
Amendment 145 #
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 152 #
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 153 #
Proposal for a regulation
Article 1 – paragraph 4 – point b a (new)
Article 1 – paragraph 4 – point b a (new)
(ba) a minimum amount of zero- and low-emission vehicles (ZLEV) certificates equal to 15% of the total number of new passenger cars and new light commercial vehicles registered by each manufacturer in a certain calendar year; to comply with this target, each manufacturer shall transfer its ZLEV certificates for deletion to the Commission's central register, mentioned in Article 7(4), by the end of the following calendar year.
Amendment 161 #
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 172 #
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 178 #
Proposal for a regulation
Article 1 – paragraph 5 – point b a (new)
Article 1 – paragraph 5 – point b a (new)
(ba) a minimum amount of zero- and low-emission vehicles (ZLEV) certificates equal to 50% of the total number of new passenger cars and new light commercial vehicles registered by each manufacturer in a certain calendar year; to comply with this target, each manufacturer shall transfer its ZLEV certificates for deletion to the Commission's central register, mentioned in Article 7(4), by the end of the following calendar year.
Amendment 182 #
Proposal for a regulation
Article 1 – paragraph 5 a (new)
Article 1 – paragraph 5 a (new)
5a. From 1 January 2035, the EU fleet-wide emissions target for new passenger cars and new light commercial vehicles registered in the Union shall equal 0 g CO2/km.
Amendment 184 #
Proposal for a regulation
Article 2 – paragraph 4
Article 2 – paragraph 4
Amendment 186 #
Proposal for a regulation
Article 3 – paragraph 1 – point g
Article 3 – paragraph 1 – point g
Amendment 188 #
Proposal for a regulation
Article 3 – paragraph 1 – point h a (new)
Article 3 – paragraph 1 – point h a (new)
(ha) 'specific real-world exceedance factor' means the factor that expresses the difference between a manufacturer’s averaged specific real world fleet-wide CO2 emissions of its newly registered passenger cars and light commercial vehicles in a certain calendar year, measured on the base of fuel consumption meters fitted to their vehicles in accordance with Regulation (EU) 2018/XXX (new WLTP 2ndact), and the averaged CO2 emissions of its fleet based on the values certified during type approval in accordance with Regulation (EU) 2017/1151;
Amendment 189 #
Proposal for a regulation
Article 3 – paragraph 1 – point i
Article 3 – paragraph 1 – point i
Amendment 191 #
Proposal for a regulation
Article 3 – paragraph 1 – point l
Article 3 – paragraph 1 – point l
Amendment 195 #
Proposal for a regulation
Article 3 – paragraph 1 – point m
Article 3 – paragraph 1 – point m
(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, and with a minimum all electric range (AER) of 50km as determined in accordance with Regulation (EU) 2017/1151.
Amendment 196 #
Proposal for a regulation
Article 3 – paragraph 1 – point m a (new)
Article 3 – paragraph 1 – point m a (new)
Amendment 200 #
Proposal for a regulation
Article 4 – paragraph 1 – point c
Article 4 – paragraph 1 – point c
(c) for each calendar year, starting from 2025, the specific emissions targets will be determined in accordance with point 6.3 of Parts A or B of Annex Ias follows: Specific emissions target2025 = specific emissions target2021 multiplied by (1- reduction factor) and divided by the specific real-world exceedance factor2021 Where, Specific emissions target2021 is the specific emissions target determined for each individual manufacturer in 2021; Reduction factor is the reduction factor specified in point (a) of Article 1(4) for passengers cars and point (b) of Article 1(4) for light commercial vehicles; Specific real-word exceedance factor2021 is the specific real world exceedance factor for each individual manufacture for the year 2021.
Amendment 204 #
Proposal for a regulation
Article 4 – paragraph 1 – point c a (new)
Article 4 – paragraph 1 – point c a (new)
(ca) for each calendar year, starting from 2030, the specific emissions targets will be determined as follows: Specific emissions target2030 = specific emissions target2021 multiplied by (1- reduction factor) and divided by the specific real-world exceedance factor2025- 2027 Where, Specific emissions target2021 is the specific emissions target determined for each individual manufacturer in 2021; Reduction factor is the reduction factor specified in point (a) of Article 1(5) for passengers cars and point (b) of Article 1(5) for light commercial vehicles; Specific real-word exceedance factor2025- 2027 is the average of the specific real- world exceedance factor for each individual manufacture for the years 2025, 2026 and 2027.
Amendment 210 #
Proposal for a regulation
Article 7 – paragraph 4 – subparagraph 1 – point c a (new)
Article 7 – paragraph 4 – subparagraph 1 – point c a (new)
(ca) the amount of assigned ZLEV certificates in the preceding calendar year;
Amendment 211 #
Proposal for a regulation
Article 7 – paragraph 4 – subparagraph 1 – point c b (new)
Article 7 – paragraph 4 – subparagraph 1 – point c b (new)
(cb) the minimum amount of ZLEV certificates in the preceding calendar year that has to be turned in to comply with the target under Article 1(4)(ba) and Article 1(5)(ba);
Amendment 212 #
Proposal for a regulation
Article 7 – paragraph 4 – subparagraph 1 – point c c (new)
Article 7 – paragraph 4 – subparagraph 1 – point c c (new)
(cc) the amount of assigned ZLEV certificates in the preceding calendar year that actually has been transferred to the register to comply with the obligations under Article 1(4)(ba) and Article 1(5)(ba);
Amendment 221 #
Proposal for a regulation
Article 8 – title
Article 8 – title
Amendment 222 #
Proposal for a regulation
Article 8 – paragraph 1 a (new)
Article 8 – paragraph 1 a (new)
1a. In respect of each calendar year, the Commission shall impose a ZLEV penalty on a manufacturer or pool manager, as appropriate, where a manufacturer's transferred ZLEV certificates are below the minimum amount of ZLEV certificates as determined under Article 1(4)(ba) and Article 1(5)(ba);
Amendment 224 #
Proposal for a regulation
Article 8 – paragraph 2 a (new)
Article 8 – paragraph 2 a (new)
2a. The ZLEV penalty under paragraph 1a is 4.500€ for each ZLEV certificate that is not transferred.
Amendment 226 #
Proposal for a regulation
Article 8 – paragraph 3
Article 8 – paragraph 3
3. The Commission shall determine the means for collecting excess emissions premiums and ZLEV penalties under paragraph 1 and 1(a) by means of implementing acts. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 15(2).
Amendment 229 #
Proposal for a regulation
Article 8 – paragraph 4
Article 8 – paragraph 4
4. The amounts of the excess emissions premium and the ZLEV penalty shall be considered as revenue for the general budget of the Union and shall be earmarked to co-finance targeted programs for redeployment, re-skilling and up-skilling of workers in the automotive industry and programs for the further deployment of recharging infrastructure.
Amendment 243 #
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
Amendment 255 #
Proposal for a regulation
Article 11 – paragraph 1 – subparagraph 4
Article 11 – paragraph 1 – subparagraph 4
The Commission may adjust the cap downwards with effect from 2025 onwards. Those adjustments shall be performed by means of delegated acts in accordance with Article 16.
Amendment 309 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.2
Annex I – part A – point 6 – point 6.2
Amendment 319 #
Proposal for a regulation
Annex I – part A – point 6 – point 6.3
Annex I – part A – point 6 – point 6.3
Amendment 349 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.2
Annex I – part B – point 6 – point 6.2
Amendment 354 #
Proposal for a regulation
Annex I – part B – point 6 – point 6.3
Annex I – part B – point 6 – point 6.3