62 Amendments of Elisabetta GARDINI related to 2018/0143(COD)
Amendment 79 #
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8a) Reducing CO2 and pollutant emissions usually require conflicting measures. Therefore, as this proposed regulation is considered under the scope of the current emission Regulation (so- called "EURO VI") as set out by Regulation (EC) 595/2009, any revision of the latter should be considered in the mid- term review and shall trigger a revision of the proposed ambition levels for 2025 and 2030.
Amendment 86 #
Proposal for a regulation
Recital 13
Recital 13
(13) In the light of innovation and to stimulate and take account of the implementation of new technologies improving the fuel efficiency of heavy- duty vehicles, the VECTO simulation tool as well as Regulation (EU) 2017/2400 will be continuously and timely updated to reflect the introduction of fuel saving technologies as well as the improvements to rigid bodies, trailers and semi-trailers. In order to keep VECTO on par with the state-of -the-art technologies, this update must take place on a yearly basis and sufficient budget must be allocated accordingly by the European Institutions.
Amendment 92 #
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) In order to stimulate the market introduction of new fuel-efficient features ("eco-features"), manufacturers should be entitled to get credits for technologies which are not yet reflected in the simulation tool ("VECTO"). To this purpose, a "VECTO fast track procedure" will be developed by delegated acts. This procedure will allow manufacturers to demonstrate and get benefit from new eco-features; all technical content and functionality will be revealed to the Commission only, prior to the implementation of the feature in VECTO.
Amendment 101 #
Proposal for a regulation
Recital 16 a (new)
Recital 16 a (new)
(16a) Truck platooning technology is a technology that allows to significantly reduce fuel consumption and CO2 emissions of heavy-duty vehicles when platooning. The introduction of platooning-based technologies will contribute to reducing fuel-consumption and CO2 emissions.
Amendment 108 #
Proposal for a regulation
Recital 20
Recital 20
(20) A manufacturer’s compliance with its annual specific targets should be assessed on the basis of its average CO2 emissions. In determining the average specific emissions, the specificities that are reflected in the different vehicle sub-group targets should also be considered. As a consequence, the average specific CO2 emissions of a manufacturer should be based on the average emissions determined for each sub-group including a weighting based on their assumed average annual mileage and average payload, which reflects the total lifetime CO2 emissions. Due to the limited reduction potential of vocational vehicles, those vehicles should not be taken into account for the calculation of the average specific emissions, unless they are low- or zero- emission vehicles.
Amendment 125 #
Proposal for a regulation
Recital 24
Recital 24
(24) In designing the incentive mechanism for the deployment of zero- emission heavy-duty vehicles, also smaller lorries, buses and coaches that are not subject to the CO2 emission targets under this Regulation should be included. These vehicles also have significant benefits in terms of helping to address air pollution problems in cities. However, it should be noted that zero-emission buses are already on the market and are incentivised through demand-side measures such as public procurement. In order to ensure that the incentives are well balanced between the different types of vehicles, the savings resulting from the zero-emission smaller lorries, buses and coaches should therefore also be subject to a cap. As legal entities for buses and coaches and trucks may differ within the same manufacturer, it is necessary to allow a "group of connected manufacturers", as defined in the 510/2011 regulation to act as a manufacturer.
Amendment 129 #
Proposal for a regulation
Recital 26
Recital 26
(26) In order to incentivise early reduction achievements, a manufacturer, whose average specific emissions are below the emission reduction trajectory defined by the reference emissions inits specific emissions targets from calendar year 201920 and the 2025 targetonwards, should be able to bank those emission credits for the purpose of target compliance in 2025. Similarly, a manufacturer, whose average specific emissions are below the emission reduction trajectory between the 2025 and the 2030 targets, should be ableand to carry them over from one calendar year to bank those emission credits for the purpose of target compliance in the period 2025 to 2029other for a period of maximum five years.
Amendment 134 #
(31) It is essential for achieving the CO2 reductions pursuant to this Regulation that the CO2 emissions of heavy-duty vehicles in use are in conformity with the values determined pursuant to Regulation (EC) No 595/2009 and its implementing measures. It should therefore be possible for the Commission to take into account, in the calculation of the average specific emissions of a manufacturer, any systematic non-conformity found by type approval authorities with regard to the CO2 emissions of heavy-duty vehicles in use.
Amendment 143 #
Proposal for a regulation
Recital 34
Recital 34
(34) In 2022, the Commission should assess the effectiveness of the CO2 emission standards laid down in this Regulation and in particular the level of the reductions to be achieved by 2030, the modalities that should be available for achieving that target and beyond, as well as the setting of CO2 reduction targets to other types of heavy-duty vehicles such as smaller lorries, buses, coaches and trailers. That assessment should also include, strictly for the purpose of this Regulation, considerations of heavy-duty vehicles and vehicle combinations beyond standard weights and dimensions applicable to national transport, for example Modular Concepts. In case of the latter, when these trucks are used for high-volume transport they shall be clearly identifiable (for example with a specific Gross Combination Weight) and the European Commission should acknowledge the CO2 benefit of this transport concept and should develop a specific methodology to recognise it.
Amendment 164 #
Proposal for a regulation
Article 1 – paragraph 1 – point a
Article 1 – paragraph 1 – point a
(a) From 1 January 2025 to 31 December 2029 by 157%;
Amendment 180 #
Proposal for a regulation
Article 1 – paragraph 1 – point b
Article 1 – paragraph 1 – point b
(b) From 1 January 2030 onwards by at least 3016% subject to the review pursuant to Article 13.
Amendment 206 #
Proposal for a regulation
Article 3 – paragraph 1 – point h
Article 3 – paragraph 1 – point h
(h) ‘vocational vehicle’ means a heavy- duty vehicle not intended for the delivery of consumer goods and for which the CO2 emissions and fuel consumption have been determined, in accordance with Regulation (EC) No 595/2009 and its implementing measures, only for otheone of the following body work code is allocated at the time of registration (according to Appendix 2 of Annex II of 2007/46/EC): - 09 Vehicles fitted with hook lift; - 10 Tipper; - 15 Concrete mixer; - 16 Concrete pump vehicle; - 18 Refuse collection vehicle; - 19 Street sweeper, cleansing and drain clearing; - 20 Compressor; - 23 Vehicles for retail or mdission profiles than those defined in point 2.1 of Annex I to this Regulation; play purposes; - 24 Recovery vehicle; - 25 Ladder vehicle; - 26 Crane lorry (other than a mobile crane as defined in Section 5 of Part A of Annex II); - 27 Aerial work platform vehicle; - 28 Digger derrick vehicle; - 31 Fire engine.
Amendment 212 #
Proposal for a regulation
Article 3 – paragraph 1 – point k
Article 3 – paragraph 1 – point k
(k) ‘low-emission heavy-duty vehicle’ means a heavy-duty vehicle, which is not a zero emission heavy-duty vehicle, with specific CO2 emissions of less than 350 g CO2/km as determined pursuant to point 2.1 of Annex I;35% below the reference value of each vehicle sub-group derived from a 2019 baseline.
Amendment 214 #
Proposal for a regulation
Article 3 – paragraph 1 – point n a (new)
Article 3 – paragraph 1 – point n a (new)
Amendment 219 #
Proposal for a regulation
Article 3 – paragraph 1 – point n b (new)
Article 3 – paragraph 1 – point n b (new)
(nb) CO2 Correction Factor is to be intended equal to the national share of renewable gas sold at the refuelling stations, to be certified at Member State level, or alternatively by the vehicle manufacturers.
Amendment 223 #
Proposal for a regulation
Article 4 – paragraph 1 – point a
Article 4 – paragraph 1 – point a
(a) the data reported pursuant to Regulation (EU) No …/2018 [monitoring & reporting HDV] for the manufacturer’s new heavy-duty vehicles registered in the relevant year, excluding vocational vehicles, unless they are low- or zero- emission vehicles;
Amendment 230 #
Proposal for a regulation
Article 4 – paragraph 1 – point b a (new)
Article 4 – paragraph 1 – point b a (new)
(ba) the application of the CO2 Correction Factor determined in accordance with point 2.1.1 of Annex I.
Amendment 242 #
Proposal for a regulation
Article 5 – paragraph 2 – point a
Article 5 – paragraph 2 – point a
(a) a zero-emission heavy-duty vehicle shall be counted as 3, 4 or 5 vehicles if it has a range respectively above 100 km, 200 km or at least 400 km; all other zero- emission heavy-duty vehicles shall be counted as 2 vehicles;
Amendment 251 #
Proposal for a regulation
Article 5 – paragraph 2 – point b
Article 5 – paragraph 2 – point b
(b) a low-emission heavy-duty vehicle shall be counted as up to 2 vehicles according to a function of its specific CO2 emissions and the threshold emission level of 350 g CO2/km 35% below the reference value of each vehicle sub-group derived from a 2019 baseline.
Amendment 258 #
Proposal for a regulation
Article 5 – paragraph 3
Article 5 – paragraph 3
3. The zero- and low-emission factor shall reduce the average specific emissions of a manufacturer by a maximum of 3% 10% as of 2030. The contribution of zero- emission heavy- duty vehicles of the categories referred to in the second sub- paragraph of Article 2(1) to that factor shall reduce the average specific emissions of a manufacturer by a maximum of 1.5%.
Amendment 269 #
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 1 – introductory part
Article 7 – paragraph 1 – subparagraph 1 – introductory part
For the purpose of determining a manufacturer’s compliance with its specific emission targets in the period 2025 to 2029from calendar year 2025 and onwards, account shall be taken of its emission credits or emission debts, which correspond to the number of new heavy- duty vehicles, excluding vocational vehicles, of the manufacturer in a calendar year, multiplied by the difference between:
Amendment 271 #
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 1 – point a
Article 7 – paragraph 1 – subparagraph 1 – point a
(a) the CO2 reductspecific emissions trajectory referred to in paragraph 2arget of a manufacturer and the average specific emissions of a manufacturer, if the difference is positive (’emission credits’);
Amendment 272 #
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 2
Article 7 – paragraph 1 – subparagraph 2
Emission credits shall be acquircan be carried -over the period 2019 to 2029. However, the credits acquired over the period 2019 to 2024 shall be taken into account for the purpose of determining the manufacturer’s compliance wfrom one calendar year to another for a period of maximum five years. The manufacturer can use emission crediths the 2025 specific emission target onlyo compensate for any emission debits during this period.
Amendment 276 #
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 3
Article 7 – paragraph 1 – subparagraph 3
Emission debts shall be acquired over the period 2025 to 2029, but tcan be carried-over from one calendar year to another for a period of maximum three years. The total debt shall not exceed 5% of the manufacturer’s specific emission target in 2025 multiplied by the number of heavy-duty vehicles of the manufacturer in that year (‘emission debt limit’).
Amendment 278 #
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 4
Article 7 – paragraph 1 – subparagraph 4
Emission credits cand debts be acquired in 20250 and any of the subsequent calendar years until 2028 shall, where available, be carried-over from one calendar year to another until 2029 when any remaining emission debts shall be cleared. The 2025 emission target specified in Article 1(a) shall be used for calculating emission credits during the period 2020 to 2024.
Amendment 280 #
Proposal for a regulation
Article 7 – paragraph 2
Article 7 – paragraph 2
Amendment 286 #
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1
Article 8 – paragraph 1 – subparagraph 1
(Excess emission premium) = (Excess emissions x 6 80570 €/gCO2/tkm)
Amendment 291 #
Proposal for a regulation
Article 8 – paragraph 2 – subparagraph 1 – point a
Article 8 – paragraph 2 – subparagraph 1 – point a
(a) Where, in any of the calendar years from 2025 to 2028, the sum of the emission debts reduced by the sum of the emission credits exceeds the emission debt limit referred to in Article 7(1);
Amendment 292 #
Proposal for a regulation
Article 8 – paragraph 2 – subparagraph 1 – point b
Article 8 – paragraph 2 – subparagraph 1 – point b
(b) In any of the calendar years from 2029, where the sum of the emission debts reduced by the sum of the emission credits exceeds zero;if the manufacturer has any un- cleared emission debts older than 3 years.
Amendment 293 #
Proposal for a regulation
Article 8 – paragraph 2 – subparagraph 1 – point c
Article 8 – paragraph 2 – subparagraph 1 – point c
Amendment 301 #
Proposal for a regulation
Article 8 a (new)
Article 8 a (new)
Article 8a Group of connected manufacturers 1. Manufacturers may form a group of connected manufacturers for the purposes of meeting their obligations. 2. Manufacturers which form a group of connected manufacturers shall file the following information with the Commission: (a) the manufacturers who will be included in the group; (b) the manufacturer nominated as the contact point for the group who will be responsible for paying any excess emissions premium imposed on the group in accordance with Article 8; (c) evidence that the group manager will be able to fulfil the obligations under point (b). 3. Where the proposed pool manager fails to meet the requirement to pay any excess emissions premium imposed on the group in accordance with Article 8, the Commission shall notify the manufacturers. 4. Manufacturers included in a group shall jointly inform the Commission of any change of group manager or of its financial status, in so far as this may affect its ability to meet the requirement to pay any excess emissions premium imposed on the pool in accordance with Article 8 and of any changes to the membership of the group. 5. The group of connected manufacturers in respect of which information is filed with the Commission shall be considered as one manufacturer for the purposes of meeting their obligations under Article 8.
Amendment 305 #
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. Type approval authorities shall, without delay, report to the Commission deviations found in the CO2 emissions of heavy-duty vehicles in service as compared to those values that are indicated in certificates of conformity or in the customer file as a result of verifications performed in accordance with the procedure referred to in [Article 5(4)(l)] of Regulation (EC) No 595/2009.
Amendment 308 #
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. TIf those deviations are proved to be caused by systematic non-compliance to the type approval certificates the Commission shallmay take those deviations into account for the purpose of calculating the average specific emissions of a manufacturer.
Amendment 312 #
Amendment 314 #
Proposal for a regulation
Article 10 – paragraph 1 – subparagraph 1 – point d
Article 10 – paragraph 1 – subparagraph 1 – point d
(d) from 2020 until 2030, for each manufacturer its CO2 reduction trajectory, its emission credits and, from 2026, its emission debts in the preceding year, referred to in Article 7;
Amendment 315 #
Proposal for a regulation
Article 10 – paragraph 1 a (new)
Article 10 – paragraph 1 a (new)
1a. The Commission shall notify each manufacturer of its provisional calculation for that manufacturer. The notification shall include data per Member State on the number of new commercial vehicles registered and their specific emissions of CO2.
Amendment 316 #
Proposal for a regulation
Article 10 – paragraph 1 b (new)
Article 10 – paragraph 1 b (new)
1b. Manufacturers may, within three months of being notified of the provisional calculation under paragraph 2 notify the Commission of any errors in the data, specifying the Member State in which it considers that the error occurred.
Amendment 324 #
Proposal for a regulation
Article 11 – paragraph 2
Article 11 – paragraph 2
2. For that purpose, the Commission shall ensure the availability, from manufacturers or national authorities, as the case may be, of robust non-personal data on real-world CO2 emissions and energy consumption of heavy-duty vehicles based on a standardisation of existing data collection systems.
Amendment 332 #
Proposal for a regulation
Article 11 a (new)
Article 11 a (new)
Amendment 343 #
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
By 31 December 2022, the Commission shall submit a report to the European Parliament and the Council on the effectiveness of this Regulation, the CO2 reduction target to be determined for 2030 pursuant to Article 1 and the setting of CO2 reduction targets to other types of heavy- duty vehicles including trailers. That report shall also include an assessment of the effectiveness of the modalities addressing, in particular, zero- and low-emission vehicles including their definition, notably buses taking into account the targets set out in Directive 2009/33/EC30 , and the CO2 credit system and the appropriateness of prolonging the application of those modalities in 2030 and beyond and, where appropriate, be accompanied by a proposal for amending this Regulation. _________________ 30 Clean Vehicle Directive 2009/33/EC as amended by Directive …/…/EU
Amendment 350 #
Proposal for a regulation
Article 15 – paragraph 2
Article 15 – paragraph 2
2. The power to adopt delegated acts referred to Articles 10(2)5), 11a(1)(b), and 12(1) shall be conferred on the Commission for an indeterminate period of time from [the date of entry into force of this Regulation].
Amendment 351 #
Proposal for a regulation
Article 15 – paragraph 3
Article 15 – paragraph 3
3. The delegation of power referred to in Articles 10(2)5), 11a(1)(b), and 12(1) may be revoked at any time by the European Parliament or by the Council. A decision to revoke shall put an end to the delegation of the power specified in that decision. It shall take effect the day following the publication of the decision in the Official Journal of the European Union or at a later date specified therein. It shall not affect the validity of any delegated act already in force.
Amendment 353 #
Proposal for a regulation
Article 15 – paragraph 6
Article 15 – paragraph 6
6. A delegated act adopted pursuant to Articles 10(2)5), 11a(1)(b), and 12(1) shall enter into force only if no objection has been expressed either by the European Parliament or by the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended to two months at the initiative of the European Parliament or of the Council.
Amendment 362 #
Proposal for a regulation
Annex I – point 1 – table – column 3
Annex I – point 1 – table – column 3
Amendment 363 #
Proposal for a regulation
Annex I – point 1 – table – column 3
Annex I – point 1 – table – column 3
Rigid lorries with All <1705 kW 4-UD axle Day cab ≥1705 kW 4-RD configuration 4x2 and technically Sleeper cab ≥1705 kW and <265 permissible kW maximum laden Sleeper cab ≥265 kW 4-LH mass > 16 tons
Amendment 364 #
Proposal for a regulation
Annex I – point 1 – paragraph 2
Annex I – point 1 – paragraph 2
"Sleeper cab" means a type of cab that has a compartment behind the driver's seat intended to be used for sleeping as reported in accordance with Regulation (EU) No …/2018 [HDV M&R]with length of more than 2074 mm.
Amendment 367 #
Proposal for a regulation
Annex I – point 2 – point 2.1 – table 2
Annex I – point 2 – point 2.1 – table 2
Vehicle Mission profile (mp) sub- group (sg) RDL RDR LHL LHR UDL UDR REL, RER LEL LER 4-UD 0 0 0 0 0,1 0,9 RER, 0 0 0 0 4-RD 0,1 0,9 0 0 0 LEL, 0 0 0 0 0 LER 4-UD4-LH 0 0 0,1 0,9 0 0 0 0 0 0,5 0 0,5 0 49-RD 0,451 0,459 0,05 0,05 0 0 0 0 0 0 0 0 4 9-LH 0,05 0,05 0,451 0,459 0 0 0 9-RD 0,27 0,63 0,03 0,075-RD 0 0 0 9-LH 0,03 0 0,07 0,27 0,63 0 0 0,1 0,9 0 5-RDLH 0,271 0,639 0,03 0 0,07 0 0 0 5-LH 0,03 0,07 0,27 0,6310-RD 0 0 0 10-RD,1 0,279 0,63 0,03 0,07 0 0 0 0 0 10-LHE 0,031 0,07 0,279 0 0 0 0,63 0 0 0 0
Amendment 368 #
Proposal for a regulation
Annex I – point 2 – point 2.1 a (new)
Annex I – point 2 – point 2.1 a (new)
Amendment 370 #
Proposal for a regulation
Annex I – point 2 – point 2.2 – paragraph 1 – introductory part
Annex I – point 2 – point 2.2 – paragraph 1 – introductory part
For each manufacturer and each calendar year, the average specific CO2 emissions in g/tkm (avgCO2sg) of all new heavy-duty vehicles in a sub-group sg shall be calculated as follows: avgCO2sg = Σ CO2v + Σ ,NG CO2v,NG / Vsg X PLsg Where, Σ : is the sum over all new heavy-duty vehicles of the manufacturer in the sub- group sg excluding all vocational vehicles in accordance with Article 4(a). Σ ,NG: is the sum over all new Natural Gas (NG)heavy-duty vehicles of the manufacturer in the sub-group sg excluding all vocational vehicles in accordance with Article 4(a). CO2v: is the specific CO2 emissions of a new heavy-duty vehicle v determined in accordance with point 2.1; CO2v,NG is the specific CO2 emissions of a new Natural Gas (NG) heavy-duty vehicle vNG determined in accordance with point 2.1.1; Vsg: is the number of new heavy-duty vehicles of the manufacturer in subgroup sg excluding all vocational vehicles in accordance with Article 4(a); PLsg: is the average payload of vehicles in the sub-group sg as determined in point 2.5.
Amendment 382 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – paragraph 1 – subparagraph 1
Annex I – point 2 – point 2.3 – paragraph 1 – subparagraph 1
ZLEV = V / (Vconv + Vzlev) with a minimum of 0,97 as of 2030
Amendment 388 #
Proposal for a regulation
Annex I – point 2 – point 2.3 – paragraph 1 a (new)
Annex I – point 2 – point 2.3 – paragraph 1 a (new)
Where, Vin=ΣsgΣ1v□1x+(1- (CO2v/350PLsg)/0.65*rC02 ) + ΣsgΣ2v□3 + ΣsgΣ3v□4 + ΣsgΣ4v□5 With Σsg being the sum over all sub- groups; with Σ1v□ being the sum over all new low-emission heavy-duty vehicles and zero-emission heavy-duty vehicles with a range below 100km, with the characteristics set out in Article 2(1)(a) to (d); and with rC02 determined in accordance with point 3; Σ2v□ being the sum over all new zero- emission heavy-duty vehicles with the characteristics set out in Article 2(1)(a) to (d) with a range between 100km and 199km; Σ3v□ being the sum over all new zero- emission heavy-duty vehicles with the characteristics set out in Article 2(1)(a) to (d) with a range between 200 km and 399km; Σ4v□ being the sum over all new zero- emission heavy-duty vehicles with the characteristics set out in Article 2(1)(a) to (d) with a range higher than 400km. (…) Vout is the total number of zero-emission heavy-duty vehicles of the categories referred to in in the second sub- paragraph of Article 2(1), multiplied by 2 if the range is below 100km, by 3 if the range is between 100km and 199km, by 4 if the range is between 200km and 399km, by 5 with a range higher than 400km, and with a maximum of 1,5% of Vconv
Amendment 392 #
Proposal for a regulation
Annex I – point 2.6 – table 4
Annex I – point 2.6 – table 4
Vehicle sub- Annual mileage group sg AMsg (in km) 4-UD 60 000 4-RD 786 000 4-LH 98115 000 5-RD 786 000 5-LH 1165 000 9-RD 736 000 9-LH 10815 000 9-LE 115 000 10-RD 768 000 10-LH 10715 000
Amendment 399 #
Proposal for a regulation
Annex I – point 4 – paragraph 1 – introductory part
Annex I – point 4 – paragraph 1 – introductory part
For each manufacturer and each calendar year, from 20250 on, the specific emission target T shall be calculated as follows:
Amendment 403 #
Proposal for a regulation
Annex I – point 4 – paragraph 1 – subparagraph 2 – subparagraph 4
Annex I – point 4 – paragraph 1 – subparagraph 2 – subparagraph 4
rf is the CO2 reduction target (in %) as specified in Article 1(a) and (b) for the specific calendar year. rf2025 shall be used when calculating T for the years 2020 to 2024;
Amendment 408 #
Proposal for a regulation
Annex I – point 5 – point 5.1
Annex I – point 5 – point 5.1
Amendment 409 #
Proposal for a regulation
Annex I – point 5 – point 5.2 – paragraph 1 – introductory part
Annex I – point 5 – point 5.2 – paragraph 1 – introductory part
For each manufacturer and each calendar year Y in the period 2019 to 2029, the emission credits (cCO2Y) and emission debts (dCO2Y) shall be calculated as follows:
Amendment 410 #
Proposal for a regulation
Annex I – point 5 – point 5.2 – paragraph 1 – subparagraph 1 – introductory part
Annex I – point 5 – point 5.2 – paragraph 1 – subparagraph 1 – introductory part
If CO2Y < ETY: from year 2020 and onwards
Amendment 411 #
Proposal for a regulation
Annex I – point 5 – point 5.2 – paragraph 1 – subparagraph 1 – subparagraph 1
Annex I – point 5 – point 5.2 – paragraph 1 – subparagraph 1 – subparagraph 1
cCO2Y = (ETY – CO2Y) × Vy and
Amendment 412 #
If CO2Y > TY for the years 2025 to 2029and onwards:
Amendment 413 #
Proposal for a regulation
Annex I – point 5 – point 5.2 – paragraph 1 – subparagraph 4 – subparagraph 1
Annex I – point 5 – point 5.2 – paragraph 1 – subparagraph 4 – subparagraph 1
Amendment 415 #
Proposal for a regulation
Annex I – point 5 – point 5.4
Annex I – point 5 – point 5.4
Amendment 419 #
Proposal for a regulation
Annex I – point 6 – paragraph 1 – introductory part
Annex I – point 6 – paragraph 1 – introductory part
For each manufacturer and each calendar year from 2025 onwards the value of the excess emissions (exeCO2Y) shall be determined as follows, if the value is positive: For the year 2025 exeCO22025 = dCO22025 – Σ2025 =2019 2 − 2 For the years Y from 2026and onwards exeCO2Y=ΣdCO2yYI= −Σ = −Σ − = − Where, emission credits can be carried-over from one calendar year to another for a period of maximum five years, emission debts can be carried-over from one calendar year to another for a period of maximum three years dCO2Y is the emission debts for the calendar year Y as determined in accordance with point 5.2; cCO2Y is the emission credits for the calendar year Y as determined in accordance with point 5.2; limCO2 is the emission debt limit as determined in accordance with point 5.3; In all other cases the value of the excess emissions exeCO2Y shall be set to 0.